{"id":24529,"date":"2010-06-04T01:23:40","date_gmt":"2010-06-04T06:23:40","guid":{"rendered":"http:\/\/www.thedetroitbureau.com\/?p=24529"},"modified":"2010-06-07T08:53:47","modified_gmt":"2010-06-07T13:53:47","slug":"first-drive-2010-saab-9-5","status":"publish","type":"post","link":"https:\/\/thedetroitbureau.com\/2010\/06\/first-drive-2010-saab-9-5\/","title":{"rendered":"First Drive: 2010 Saab 9-5"},"content":{"rendered":"
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Due to a 7-week production delay, the first 2010 Saab 9-5 Aero sedans are just getting into U.S. dealer hands in any real numbers.<\/figcaption><\/figure>\n

The Swedish are coming.\u00a0 The Swedish are coming.\u00a0 And it was well worth the wait.<\/p>\n

As General Motors plunged into bankruptcy, almost exactly a year ago, it became increasingly apparent the maker would have to abandon as many as four of its North American brands, including Saab.\u00a0 And though GM hoped to find a buyer for the long-troubled brand it seemed all too likely the Scandinavian maker might be forced to shutter its sprawling design, engineering and assembly operations in the Swedish town of Trollhattan.<\/p>\n

It would have been not only an ignominious but ironic end to the marque, which emerged out of the aircraft industry shortly after the Second World War.\u00a0 That\u2019s because, after years of producing generally lackluster products, Saab finally seemed poised to launch an all-new version of the 9-5 sedan, a product that finally seemed to live up to the high expectations of long-suffering loyalists \u2013 and draw in a new generation of buyers, as well.<\/p>\n

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But, late last year, even as GM began the process of shutting down Saab, the proverbial white knight rode in \u2013 in the form of Victor Muller, CEO of Dutch-based Spyker, a maker of low-volume, high-priced supercars.\u00a0 After some desperate bargaining \u2013 and the helping hand of the European Investment Bank \u2013 Muller clinched the deal and took control of Saab.\u00a0 But not before GM disbanded the maker\u2019s board, shut its Trollhattan assembly line and told suppliers to cancel parts orders.<\/p>\n

<\/p>\n

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Production has been steadily increasing at the Saab plant in Trollhattan.<\/figcaption><\/figure>\n

It took weeks for Saab\u2019s new management team to turn things and even now, 100 days after Spyker\u2019s Muller signed the closing papers, the assembly plant is producing barely 200 cars a day, a fraction of what it might have been expected to roll out with a product as significant as the 2010 Saab 9-5.\u00a0 And as compelling.<\/p>\n

Or so TheDetroitBureau.com has discovered after spending several days driving the new sedan through the verdant Swedish countryside.\u00a0 The irony is not that the tiny Spyker \u2013 which last year sold less than 50 cars \u2013 was able to save the much bigger Saab, but that after 20 years of hefty losses propping up the Scandinavian marque, GM has belatedly come up with the sort of product Saab desperately needed all along.<\/p>\n

(<\/strong><\/em>Click Here<\/span><\/a> to find out more about Victor Muller and his plan to save Saab.)<\/em><\/strong><\/p>\n

If the 2010 Saab 9-5 is any indication of what\u2019s to come from the company\u2019s ambitious new product program, it could take its rightful place within the pantheon of luxury automotive manufacturers.\u00a0 But all that\u2019s preamble.\u00a0 Here\u2019s what we found spending some time behind the wheel.<\/p>\n

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The 2010 Saab 9-5 is a surprisingly quick and nimble package, especially considering its size.<\/figcaption><\/figure>\n

There are those Saab purists who still resent the decision to move away from the brand\u2019s classic hatchback design, but it\u2019s difficult to argue that this is the best-looking Saab in many years, and with the broadest visual appeal.<\/p>\n

Give some of the credit to the subtle way the maker has maintained some of its classic design cues, such as the updated three-hole grille, without turning the 2010 9-5 into yet another retromobile.\u00a0 (\u201cRetro,\u201d suggests Saab\u2019s new Chairman, Victor Muller, \u201cis a lack of imagination.\u201d That\u2019s countered by intriguing new details, such as the distinctive \u201cice cube\u201d tail lamps.<\/p>\n

But what really carries the day for the 2010 Saab 9-5 is the way designers picked up some of the most compelling features of the Aero X concept, which the Swedish maker first unveiled at the 2006 Geneva Motor Show.\u00a0 No, you don\u2019t get the unusual entry system, where the entire canopy lifts up, but the production car gets a pleasantly long hood for a front-wheel-drive design and the side glass \u2013 Daylight Opening, in designer parlance \u2013 rises and tapers, giving the 9-5 the look of kinetic motion.<\/p>\n

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Initially, American buyers will get the 2.8-liter Turbo engine, with the smaller 2.0T to follow.<\/figcaption><\/figure>\n

The fact that our test car\u2019s rear and back glass was tinted adds a subtle air of mystery and elegance.<\/p>\n

Measuring 197.2 inches, the 2010 Saab 9-5 is a big car \u2013 as much as a half-foot longer than competitors like the Audi A6, BMW 5-Series and Volvo S80.\u00a0 And the maker has made good use of that in the interior.\u00a0 Despite the way the exterior appears to taper, there\u2019s significantly more rear seat headroom than with the many new coupe-like sedans hitting the market.\u00a0 And almost limousine-like legroom, both front and back \u2013 even with someone with my 6\u20192\u201d frame sitting in the driver\u2019s seat.<\/p>\n

The interior design theme reflects a Scandinavian mindset, simple yet elegant, with functionality being a critical theme.\u00a0 That means neither drab nor inelegant.\u00a0 There\u2019s a reserved elegance to the layout, with its soft LED lighting and dark trim, without trying to win you over with excess bling.\u00a0 (The American version of the new 9-5 will get the requisite wood trim, by the way, that was absent on our European tester.)<\/p>\n

We\u2019re particularly fond of the gauge cluster, which is clearly the most sophisticated part of the package.\u00a0 In European trim, the bullseye within the speedometer features a circular LCD screen that provides critical information including the local speed limit, and even whether you\u2019ve entered a no-passing zone.\u00a0 Sadly, that sort of data won\u2019t be available in the States.<\/p>\n

Our test model also came with a large Head-Up Display, or HUD, screen.\u00a0 Here the technology comes into its stride, delivering such useful information as turn-by-turn navigation icons.\u00a0 One complaint, however, is that the plastic surround of the video display, which is mounted atop the dash, in front of the driver, can cast a harsh reflection in bright sunlight.\u00a0 Saab officials are considering changing the material to eliminate this issue.<\/p>\n

The base car\u2019s seating is comfortable, but best described as competent.\u00a0 We liked the upscale seating package quite a bit more, thanks to its additional lateral support.\u00a0 Considering the solid cornering capabilities of the 2010 Saab 9-5, we have a feeling a lot of folks will need that as they seek out the roads that can best exercise the new sedan.<\/p>\n

After undergoing a 7-week production shutdown, Saab has had to make some fast decisions on how to meet worldwide demand for the new flagship 4-door.\u00a0 For the U.S., that means a short 2010 model-year and a 9-5 initially delivered only in Aero trim with the top-line Turbo V-6 powertrain.<\/p>\n

Eventually, Americans will get to experience the smaller and more fuel-efficient turbo inline-four 2.0T, which is a surprisingly peppy powertrain in such a big car.\u00a0 But as the first cars roll into U.S. showrooms, the focus will be on the all-aluminum, 2.8-liter six-banger, which makes a solid 300 horsepower and 295 pound-feet of torque.\u00a0 The transmission is a quick and smooth-shifting 6-speed automatic with manual mode and paddle-shifters.\u00a0 The Aero package also features\u00a0 XWD, Saab\u2019s effective Cross-Wheel-Drive system.<\/p>\n

We\u2019re truly hoping that we were able to spot all the automatic speed cameras that dot the Swedish countryside because it is simply too difficult to maintain the Scandinavian nation\u2019s relatively modest speed limits with the Aero package.\u00a0 It delivers seamless and seemingly instant acceleration on demand.<\/p>\n

Among the many options available on the 2010 Saab 9-5, we expect many buyers will opt for the available Brembo brake package, which is the best way to quickly scrub off all that speed.<\/p>\n

When adding nearly seven inches compared to the overall length of the old 9-5 \u2013 and after 13 years, it really was old and outdated \u2013 the new car does bulk up a bit.\u00a0 Depending on powertrain and options, it will weigh in at anywhere from 3472 to 4365 pounds, from 110 to 485 lbs. more than before.\u00a0 But the Aero V6 package Americans will first get maintains the prior model\u2019s reasonably acceptable 17 City\/27 Highway fuel economy rating, which is among the best in segment.<\/p>\n

We had the chance to test both the standard suspension, with its HiPer strut front and Linked H-Arm rear, and the upgraded Intelligent Drive Sense package.\u00a0 The IDS is driver-operated, using a small knob on the center console.\u00a0 On rough roads, the comfort mode soaked up all but the worst bumps.\u00a0 Pushing through the back roads, sport mode helped us glide effortlessly around even the tightest corners.\u00a0 But we found ourselves defaulting to the mid-level setting, which quickly and automatically switches to the most appropriate shock damper settings.<\/p>\n

That said, some of our colleagues made a strong case for the standard package, which seems optimized to more sporty driving without the trick electronics trying to anticipate what\u2019s needed.<\/p>\n

Either way, the 2010 Saab 9-5 was a pleasure to drive through the Swedish countryside, comfortable yet nimble on all the roads we could challenge it with.\u00a0 The hydraulic steering system was spot on, demanding just the right amount of effort and offering a great on-center feel.\u00a0 Overall, \u201cprecise\u201d and \u201cpredictable\u201d are two words that come to mind for the overall ride of the new sedan.<\/p>\n

If there\u2019s any downside, we found the car suffered from a bit more wind noise than we might have anticipated, along with a bit of tire noise on some of the rougher pavement surfaces you\u2019ll find in the Swedish countryside.<\/p>\n

Speaking of rubber, the 2010 Saab 9-5 will feature 17-inch wheels and tires, with optional all-season 18s, or the Turbine design 19-inchers with performance summer rubber.<\/p>\n

Once the full range of models rolls into showrooms, you\u2019ll be able to get a 2.0T version of the Saab 9-5 for around $38,000, officials note.\u00a0 Initially, however, the well-equipped Aero package, with its 300-hp V6, will hit dealerships at $49,165, plus $825 for destination and freight.\u00a0 Company executives admit there could be a little sticker shock \u2013 at least until you realize all that you\u2019re getting for the extra money.<\/p>\n

There\u2019s no question that the old Saab 9-5 had more than outlived its usefulness, having first reached showrooms well before the start of the new Millennium.\u00a0 But even if it weren\u2019t so long in the tooth, the 2010 Saab sedan is such a visually distinctive and technically sophisticated package that it is bound to get noticed by the picky buyers who populate this segment.<\/p>\n

At least, it should.\u00a0 Though the 2010 Saab 9-5 was developed under the old GM management, it\u2019s the right car to usher in a new era for the long-struggling Swedish brand.<\/p>\n","protected":false},"excerpt":{"rendered":"

Though the 2010 Saab 9-5 was developed under the old GM management, it\u2019s the right car to usher in a new era for the long-struggling Swedish brand. TheDetroitBureau.com has the first review.<\/p>\n","protected":false},"author":2,"featured_media":24531,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_mo_disable_npp":"","footnotes":""},"categories":[8],"tags":[],"make":[],"post-state":[],"category_old":[151],"acf":[],"_links":{"self":[{"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/posts\/24529"}],"collection":[{"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/comments?post=24529"}],"version-history":[{"count":0,"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/posts\/24529\/revisions"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/media\/24531"}],"wp:attachment":[{"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/media?parent=24529"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/categories?post=24529"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/tags?post=24529"},{"taxonomy":"make","embeddable":true,"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/make?post=24529"},{"taxonomy":"post-state","embeddable":true,"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/post-state?post=24529"},{"taxonomy":"category_old","embeddable":true,"href":"https:\/\/thedetroitbureau.com\/wp-json\/wp\/v2\/category_old?post=24529"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}