- Stands out to enthusiasts, blends in for everyone else
- Some very impressive engines were available
- Lacking handling and ride refinement
- It’s been a while since these were sold – it’s harder to find a good one today
- Sometimes shows its age
The Saab 9-3 debuted in 1998 as a replacement for the 900. In reality, it was little more than an update to the outgoing 900 model.
This version of the 9-3 only persevered for four years before the second and final generation arrived in 2002.
Over the years, this model was sold as an estate – or SportWagon – an off-road ‘X’ version and as a convertible.
The second-generation car lived a much longer life, receiving a facelift in 2008, and then soldiering on until 2014, when Saab finally went bust after being sold by General Motors, to Dutch supercar firm Spyker, and latterly to a holding firm called National Electric Vehicle Sweden, all within the space of three years.
The engine range was also updated, with the most notable unit being a 2.8-litre, turbocharged V6, which could also be paired with an all-wheel drive system.
While the car was – to put it gently – rather dated upon its eventual fade from existence along with the brand that birthed it. However, there is a cult following for Saab as a whole, as well as the 9-3, and some dealerships even remain as Saab specialists today, meaning that the support network for the car is surprisingly strong.
Value for money
Interestingly, both the first and second-generation models start at roughly £600 for cars with well over 100,000 miles on the clock, of a relatively poor condition.
First-generation models in good condition tend to be worth over £2,000. Surprisingly, we even found a nearly-new on the market with just 2,800 miles on the clock, anddespite sporting some aftermarket parts, it was listed at just shy of £20,000 – whether that asking price is too high for even the Saab diehards remains to be seen.
The second-generation, pre-facelift Saab 9-3 can be found with less than 80,000 miles on the clock for roughly £2,000. That is a figure that can easily double for a car in good condition.
Meanwhile, examples of the face-lifted car start at £1,500 for an example with close to 100,000 miles on the clock, though a majority of the cars in a decent spec are typically over £2,500.
Sub-50k milers start somewhere around the £4,000 mile mark, and the last UK cars from 2011 and 2012 tend to go for about £6,000 if they are in good condition.
Looks and image
The Saab is styled relatively conservatively, in-line with all of its junior saloon rivals of the time.
And, while it was relatively on-par when it debuted in 2002, the 9-3 had definitely lost track of its competition by the end of its run, despite the update of 2008.
The interior could best be described as ‘knocky’, with cheap dashboard materials that take away from the premium feel it was aiming to achieve against the might of its largely German competition.
Behind the wheel, the comfort of the 9-3 is striking. The seats are a noted strong point in almost every published review of the car, and a softly sprung, supple ride means it is ideal for long-distance drives.
Its engines perform well, and while the diesels can be a little bit rough under acceleration, the high-spec petrol units are sublimely smooth.
And, particularly if you can track down the all-wheel drive, 276bhp version of this car, it can be something of a ‘sleeper’; that is to say, it’s capable of some proper performance, in spite of a relatively sedate look.
Sadly, driving the 9-3 isn’t as precise or rewarding of an experience as its primary rivals, but it’s perfectly acceptable for every day, and it does of course stand out from the German monotony in the saloon market.
Space and practicality
The Saab 9-3 was never a class-leader when it came to boot space, with 425 litres of boot space. This doesn’t lag too far off the go-to executive saloons such as the BMW 3 Series and Audi A4 of this era. It also surpasses some of the non-German alternatives of its day, such as the Alfa Romeo 159 and Volvo S60.
The interior space offering is good, though, with plenty of headroom for all. Rear legroom is slightly more sparing, particularly if the front-seat occupants are tall. However, it is able to seat five, though we’d recommend no more than four adults on a journey of any serious mileage.
Of course, the SportWagon estate has a much larger rear load ability, but at 1,275 litres, it lags behind many, and the usability of this loading bay is hampered by the fact that the rear seats don’t fold completely flat. This capacity is more or less identical to what you will find in the off-road centric 9-3X, also.
The base engine for the second-generation Saab 9-3 was a 1.8-litre four-cylinder, which was available with either 120bhp in naturally-aspirated trim – but only until 2009 - or 148bhp with a turbocharger.
In addition, a 2.0-litre unit was available with 173 or 197bhp, dependent on spec.
The showpiece unit was the 2.8-litre, turbocharged V6. Introduced in 2006, it would initially produce 227 or 247bhp. A 252bhp version would be introduced the following year, before the advent of an all-wheel drive ‘XWD’ 9-3 variant saw the introduction of a 276bhp version.
The diesel line-up took in three units over the years. The 1.9-litre turbo diesel unit remained in the line-up from 2004 to 2014, and offered an output of either 118 or 148bhp, depending on spec.
A twin-turbocharged version of the same unit was introduced in 2007, with 158 and 178bhp outputs available. A short-lived 123bhp 2.2-litre turbo diesel was also on the forecourts, but only for the first year of the first-generation.
Naturally, the diesel units are the way to go for frugality.
The most economical unit is the 148bhp version of the 1.9-litre, single turbo unit, which returns an impressive 54mpg.
The 9-3 has a relatively broad ballpark when it comes to insurance groupings, courtesy of the wide array of engines and power outputs available.
Things to look out for
Saab garnered a reputation for itself over the years as near bulletproof, and while no car is infallible, a majority of 9-3 owners report no issues of note, and many 9-3s have travelled well over 200,000 miles before seeing the scrapheap.
There are some reports of ECU issues with the 9-3, as well as issues with general electrics, such as the windows.
Be sure to only put down money on a car of this age if it has a full-service history, and be sure to get a good test drive in so you can identify anything that might not quite feel right.
As mentioned above, the BMW 3 Series, Audi A4 and Mercedes C Class are the primary contenders in the compact executive saloon market.
And, even if you want something a little different, there are no shortage of options. The aforementioned Volvo S60 and Alfa Romeo 159 both have their merits, and other rivals include the Ford Mondeo, Citroen C5, Jaguar X-Type and Volkswagen Passat; certainly, if you want this sort of car, you’re not lacking options.
Depreciation is ultimately something of a non-issue of a car of this age. If you do intend to cover the kind of miles that Saabs can achieve with their typical strong reliability, you will of course lose money, and your car may well only be worth a few hundred pounds eventually.
If you do opt for a low-mile car, it may be worth keeping it under 100,000 miles, as these cars are getting rarer, and the cult status of Saab is unlikely to go away any time soon, meaning it could turn a profit in due course.
- A solid alternative to the leading compact executive saloons of its day
- 276bhp, XWD all-wheel drive variants are impressive performers
- Even though the brand is dead, the specialist dealers live on
- From a brand with a great reliability record
- Interior felt dated and a little cheap when new, and time hasn’t been kind
- A good range of engines, some of which are very economical
- 2008 facelift made the car quite the looker
- get one while you can
- Low-mileage cars get rarer by the day
- SportWagon estate isn’t the most practical option out there
- First-generation models are rather dated in most respects
Related newsView Saab news archiveView all Motors.co.uk reviews
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Wees slim, check van tevoren CARFAX. Jouw bron van voertuighistorie.
CARFAX - JOUW PARTNER IN KENTEKENCHECKS
Schone schijn is er genoeg in de markt van tweedehands auto's. Maar wat zit er onder die glanzende motorkap? Als onafhankelijke aanbieder van kentekenchecks en voertuighistorie heeft CARFAX een missie: om je zo veel mogelijk informatieve mijlpalen (zogenaamde meldingen) uit het leven van een tweedehands auto te bieden. We willen namelijk dat jij je volgende tweedehands auto leert kennen. Van binnen en van buiten. En dat alles vóórdat je beslist, je leven met hem te delen.
We hebben daarvoor een unieke tool: een databank met meer dan 25 miljard historische meldingen uit het leven van gebruikte auto's. 3 miljard daarvan komen uit Europa. En deze databank groeit dagelijks. Zelfs als de gebruikte auto uit een land komt waarvan we geen informatie hebben, is een kentekencheck de moeite waard. Wie weet, misschien blijkt die kleine Italiaan wel grotendeels uit Oost-Europa te komen.
Maar begrijp ons niet verkeerd. We doen ons uiterste best om de complete achtergrond van een voertuig door te lichten, maar de achtergrond van de vorige eigenaren houden we er buiten. De meldingen in onze databank hebben op geen enkele wijze betrekking op personen. We richten ons uitsluitend op de gebruikte auto en zijn kilometerstand, mogelijke verdekte ongevallen, waar de auto vandaan komt en nog véél meer. Soms vinden we ook niks. En dat is alleen maar mooi, toch?
Waarom is uitgerekend vóór de aankoop de voertuighistorie zo belangrijk? Het is een feit dat er meer gebruikte auto's dan nieuwe auto's worden verkocht. Deze vorm van hergebruik kunnen we natuurlijk alleen maar anmoedigen. Maar daardoor ontstaan natuurlijk ook in de markt gangbare methoden en tactieken om schadewagens in goud om te toveren, de kilometerstand te manipuleren of andere dingen zoals de herkomst of zelfs diefstal te maskeren. Het zijn allemaal onvermijdelijke nadelen van een vrije markt in occasions. Wij vinden, dat je nieuwe tweedehands auto je juist een gevoel van zekerheid zou moeten geven. Daarom is ons doel, dat jij je bij het kopen van je auto goed voelt en dat je niet het gevoel krijgt, dat je teveel voor je nieuwe levensgezel hebt betaald.
Toch willen wij vooral dat je niet onbewust aan het stuur van een risicowagen komt te zitten. Wij helpen dagelijks om dit soort wagens letterlijk uit de roulatie te halen. Zo maken we niet alleen de markt van tweedehands auto's, maar uiteindelijk ook onze straten veiliger.
CARFAX - MEER DAN 35 JAAR ERVARING MET KENTEKENCHECKS
CARFAX is in 1984 in de Verenigde Staten opgericht en maakte in 2007 de stap naar Europa. Momenteel werken 100 medewerkers bij zes Europese filialen om meldingen uit het leven van tweedehands auto's uit meer dan 20 landen te verwerken.
Door langdurige samenwerkingen met toezichthouders, handhaving, ministeries, verzekeringsmaatschappijen, taxateurs, automotive partijen en andere toonaangevende organisaties zijn wij in staat om een unieke internationale databank voor tweedehands auto's op te bouwen. Met meer dan 25 miljard meldingen is deze tot nu toe de grootste databank van voertuighistorie wereldwijd. En elke dag komen er meer meldingen bij. We gebruiken deze databank als basis voor een aantal slimme voertuighistorie-applicaties, zoals bijvoorbeeld ons uitgebreide voertuighistorierapport. Zo maken wij de occasion-markt transparanter.
Ondanks deze nauwe samenwerking met instanties en bedrijven zijn wij neutraal en onafhankelijk. Want uiteindelijk is ons doel, onze klanten zoveel mogelijk voorlichting en veiligheid te bieden. Daarbij gebruiken we overigens geen persoonsgerelateerde informatie en houden we altijd rekening met de wet op de gegevensbescherming. Verder gebruiken we de informatie altijd met het oog op juridische randvoorwaarden - en dat doen we in alle landen waar we actief zijn. Van illegale activiteiten als bijvoorbeeld datadiefstal, scraping of hacking distantiëren we ons nadrukkelijk.
In October 2019, the last Saab ever built was announced to go into the auction block. It was a rare 2014 9-3 Aero Turbo 4 – a piece of automotive history that was up for sale, and it was something that Saab fans probably mourned for.
Finally, the final Saab ever made was bought, and it went for 465,000 SEK or roughly $48,200 at the current exchange rate. Of note, the hammer price was 15,000 SEK ($1,556) more than the previous assessed value, which goes to show that Saab fans were willing to pay for this piece of history.
The winning bid was made by Claus Spanggaard and was announced by NEVS Facebook page, the soul successor to the defunct Saab. According to the social media post, the money from the auction will be used "for NEVS sustainability award with the University of West."
The last 2014 Saab 9-3 Aero Turbo 4 is still new, relatively. It only has 66 kilometers (41 miles) on its odometer from a few miles on a test track near the Saab’s Trollhätten factory for promotional photos.
The last Saab is powered by an EcoTec 2.0-liter four-cylinder engine that produces 220 horsepower (164 kilowatts) and sent to the front wheels via a six-speed automatic gearbox. Inside, it has a full leather interior.
Saab's sad story may have ended for quite a while now, but we're pretty sure its legacy will live on its final car. Congratulations to Claus Spanggaard for owning a piece of automotive history.
At the end of the year, the NEVS 9-3 electric car will finally go into production. The following year NEVS wants to roll the 9-3 X SUV at the start. It is also based on the Saab 9-3, but 60% of the parts are said to have been redeveloped. The company speaks of the 9-3 X of an SUV, I see it as a derivative of the 9-3 station wagon, which would also be good genes.
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Convertible 2020 saab
Not to be confused with Saab 93.
Compact executive car
The Saab 9-3 (pronounced nine-three) is a compact executive car that was originally developed and manufactured by the SwedishautomakerSaab.
The first generation 9-3 (1998-2003) is based on the GM2900 platform changing to the GM Epsilon platform with the introduction of the second-generation car (2003-2012). Other vehicles using this platform include the Opel Vectra and Cadillac BLS. Saab's last owners, National Electric Vehicle Sweden (NEVS) assembled the 9-3 sedan (saloon) as Saab's only model.
The car was badged as 93 starting in the 1998 model year, when Saab revised the naming strategy of their small car to match that of the larger 95. The model was advertised as 9-3, pronounced as "nine three". The Saab 9-3 was launched in 1997 for the 1998 model year essentially as a rebadged second-generation Saab 900 (1994–1997 model), and succeeded by a redesigned 9-3 for the 2003 model year. It is not to be confused with the Saab 93, pronounced "ninety three", which was a car produced by Saab from 1955 to 1960.
First generation (1998–2003)
|First generation YS3D|
|Body style||3-/5-door hatchback|
|Layout||Transverse front-engine, front-wheel drive|
|Wheelbase||2,605 mm (102.6 in)|
|Length||1999–2000 Viggen & 2001–2002: 4,630 mm (182.3 in)|
1999–2000: 4,628 mm (182.2 in)
2001–2002 Viggen: 4,640 mm (182.7 in)
|Width||1,712 mm (67.4 in)|
|Height||Hatchback: 1,427 mm (56.2 in)|
Convertible: 1,422 mm (56.0 in)
2001-02 Viggen Hatchback: 1,415 mm (55.7 in)
2001–02 Viggen Convertible: 1,410 mm (55.5 in)
The first generation 9-3, an updated Saab 900 (NG), was launched in 1998 for the 1999 model year. It is known to enthusiasts as the 'OG' (old generation) 9-3 and internally as body style 9400. Production ended on 8 May 2002 at the Trollhättan plant and 25 April 2003 at the Valmet plant in Finland.
Saab claimed that 1,100 changes were made between the outgoing NG 900 and the 9-3. Changes included revised suspension, intended to improve the handling characteristics of the car. The 9-3 received revised styling, with some models featuring a rear spoiler, whilst Saab's signature underbody mounted 'snow & gravel flaps' were removed. It was available as a three or five-door hatchback, and as a two-door convertible. It was the last small Saab to use the company's H engine. Further improvements over the Saab 900 (NG) included better crashworthiness courtesy of more extensive A-pillar reinforcements, stronger door sills and frames, standard torso/head side-airbags, and Saab Active Head Restraints. Other notable changes included a stronger AC compressor, better ventilation system, and a switch to a hydraulically operated convertible roof rather than an electric powered.
The 9-3 was available with a new variant of the B204 engine (B204E, 154 hp (115 kW)), a low-pressure turbo (LPT) engine based on the B204L used in the last generation Saab 900. For the U.S. market, all 9-3s received turbocharged petrol engines with the "full pressure turbo" (B204L, 185 hp (138 kW)) as the standard offering, and a "HOT" (B204R, 200 hp) variant in the SE models for the 1999 model year. The 2000 model year saw a revision from SAAB's Trionic T5.5 to Trionic 7 engine management system. The T7 based engines were the B205E, the B205L with 185 hp (138 kW) and the B205R HOT engine with 205 hp (153 kW). The first generation 9-3 was also the first Saab available with a diesel engine, a unit also found in the Opel Vectra, Astra G, Signum, Zafira A. Unlike the Saab 900 (NG), the 9-3 is fitted with a CAN bus like the Saab 9-5.
A Saab innovation is the 'Night Panel', carried over from the Saab 900, which permits dousing of the instrument panel lighting, except for essential information, for less distraction when night driving.
A total of 326,370 first generation 9-3s were built. As with the preceding generation, convertibles were built by Valmet in Uusikaupunki, Finland. Valmet was also the only plant assembling the 9-3 Viggen, in all three bodystyles. After production at Saab's main plant ended, Valmet kept producing non-Viggen hatchbacks until 2003. Altogether, Valmet built 7789 Hatchbacks of all models.
Saab 9-3 Viggen
Between 1999 and 2002, Saab offered a limited edition and higher-performance version of the 9-3. The 'Viggen' (English: Thunderbolt) is named after the Saab 37 Viggen aircraft, and was developed by Saab with input from the Tom Walkinshaw Racing (TWR) Group.
The Viggen production car draws upon on the earlier 230 bhp (172 kW; 233 PS) Saab 900 Concept Coupe that had been developed by the Saab Special Vehicle Operations (SVO) group. For Saab, the team was led by Peter Leonard and John-Gustav Gudmundsson. Only 4,600 9-3 Viggen specification cars were produced.
The Viggen is powered by Saab's 2.3 L B235R engine, running at a 9.3:1 compression ratio and fitted with Nimonic valves. Initially rated at 225 bhp (168 kW; 228 PS), power later increased to 230 bhp (172 kW; 233 PS) on 1.0 bar (15 psi) of boost from its Mitsubishi TD04-HL15-5 turbocharger.
The cars are equipped with a higher capacity intercooler, performance-tuned ECU, flow-through muffler and tip, stiffer gearbox casing and stronger output shaft, a heavy-duty clutch and pressure plate, stiffened and lowered springs with revised spring rates, firmer dampers, and stronger CV joints and driveshafts.
The Viggen is only available with a five-speed manual transmission which features an electronic torque-sensing function to prevent damage to the gearbox.
In 1999, the Viggen was the first 9-3 to use Saab's Trionic 7 engine management system. The 2001 model year introduced a Traction Control System (TCS). The TCS was later made available in the SE line.
Exterior and interior features
The exterior of the Viggen features a larger rear wing that also located the radio antenna to the rear of the roof, aerodynamically designed bumpers and side skirts, model-specific 17-inch alloy wheels, and upgraded brakes. Paint options include Black, Metallic Silver, Steel Grey, Monte Carlo Yellow, Laser Red, and the exclusive Viggen 'Lightning Blue'.
The interior offers special bolstered and coloured leather seats and door cards in four colours: black with black inserts ('Charcoal'), black with blue inserts ('Deep Blue'), black with orange inserts ('Flame Ochre') and tan with tan inserts.
Other interior features include a CD player with four or six-speaker, amplifier and CD-changer options, power moonroof, and what were initially Viggen-specific motorised and heated leather seats with the Viggen delta logo embossed in the backrest. The Viggen seats later became available in the Aero model (U.S. market 'SE' model) without the embossed Viggen logo. Some colourways feature carbon-fibre interior trim, offered between 1999 and the middle of the 2001 model year. Cars built afterward came with a less expensive printed grey pattern for the dash and standard trim.
Buyers of new Viggen models in the U.S. were offered two days of advanced driving instruction at Road Atlanta and an opportunity to dine with Saab USA executives from nearby Norcross, Georgia.
A total of 4,600 Viggens were manufactured by Valmet Automotive in Finland until production ended in June 2002; of which 500 units were produced for the UK market. For 1999, 426 3-door Viggens were imported into the U.S.; of those 420 were blue, 2 were silver, 2 were Monte Carlo yellow, and 2 were black.
|Viggen Production Summary|
|Models produced||Models imported into the U.S.|
|Model Year||Yearly total||Total||Convertible||3-door||5-door|
Some journalists have criticised the Viggen, in particular for untamed torque steer in low gears, with Britain's Evo Magazine naming the car as one of its 10 worst cars ever tested. Other commentators, however, have named the Viggen a 'classic'. US reviewers at Motor Trend (writing in 2000) noted the crisp turn-in and grip on offer. Jalopnik has named the Viggen "The Last Great True Saab".
First generation 9-3 engines
All the petrol engines offered in the first generation 9-3 were versions of the Saab H engine. The Saab 9-5 and the first generation 9-3 were the last Saab cars to utilise this all-Saab DOHC16-valve fuel injection design. The non-turbo models use a distributor, and leads to each spark plug, while the turbocharged engines utilise Saab's Trionic engine management system with a Direct Ignition Module (or cassette) mounted at the top of the engine, directly connecting to the spark plugs. Trionic 5 was used on the B204 Engines, and Trionic 7 was introduced with the B2x5 Engines. The latter two technologies were migrated into other GM products during the ten years that GM controlled Saab. All of the engines, other than the normally aspirated version and the low-pressure turbo, had high specific power outputs. The B205R generated 102.5 horsepower (76.4 kW) per litre and 210 lb⋅ft (285 N⋅m) of torque.
|Engine||Displacement||Power||Torque||Compression ratio||Boost pressure||Model Years Available|
|B204i:||2.0L (1985cc)||130 PS (96 kW; 128 hp) at 5500 rpm||177 N⋅m (131 lb⋅ft) at 4300 rpm||10.1:1||–||1999-2000|
|B204E:||2.0L (1985cc)||154 PS (113 kW; 152 hp) at 5500 rpm||219 N⋅m (162 lb⋅ft) at 3600 rpm||9.2:1||0.40 bar (5.8 psi)||1999-2000|
|B204L:||2.0L (1985cc)||185 PS (136 kW; 182 hp) at 5500 rpm||263 N⋅m (194 lb⋅ft) at 2100 rpm||9.2:1||0.73 bar (10.6 psi)||1999-2000|
|B204R:||2.0L (1985cc)||200 PS (147 kW; 197 hp) at 5500 rpm||280 N⋅m (207 lbf⋅ft) at 2200 rpm||9.2:1||1.00 bar (14.5 psi)||1999-2000|
|B235R:||2.3L (2290cc)||225 PS (165 kW; 222 hp) at 5500 rpm||342 N⋅m (252 lb⋅ft) at 1950 rpm||9.25:1||1.08 bar (15.7 psi)||1999–2002|
|B205E:||2.0L (1985cc)||150 PS (110 kW; 148 hp) at 5500 rpm||240 N⋅m (177 lbf⋅ft) at 1800 rpm||9.2:1||0.40 bar (5.8 psi)||2000–2002/3|
|B205L:||2.0L (1985cc)||185 PS (136 kW; 182 hp) at 5500 rpm||280 N⋅m (207 lbf⋅ft) at 1800 rpm||9.2:1||1.00 bar (14.5 psi)||2000–2002/3|
|B205R:||2.0L (1985cc)||205 PS (151 kW; 202 hp) at 5500 rpm||280 N⋅m (207 lbf⋅ft) at 1800 rpm||9.2:1||1.00 bar (14.5 psi)||2000–2002/3|
|D223L:||2.2L (2171cc)||116 PS (85 kW; 114 hp)||260 N⋅m (192 lbf⋅ft) at 1800 rpm||19.5:1||0.90 bar (13.1 psi)||1998 – Sept. 2000|
|D223L:||2.2L (2171cc)||125 PS (92 kW; 123 hp)||285 N⋅m (210 lbf⋅ft) at 1750 rpm||18.5:1||0.90 bar (13.1 psi)||Sept. 2000 – Aug. 2002|
- Turbochargers used: B204E, B204L: Garrett T25; B204R, B205E & B205L: Garrett GT17; B205R & B235R: MHI TD04-HL15T with 5 cm? exhaust port.
- The Primary differences between the B204E and the B204L are with the use of a Boost Pressure Control Valve and the ECU tuning.
- The primary differences between the B204L and the B204R are with the intercooler and the ECU tuning.
- The primary differences between the B205L and the B205R are the upgrade to the TD04-HL15T turbo from the GT17 and the ECU tuning.
Second generation (2002–2014)
|Second generation YS3F|
|Assembly||Sweden: Nyköping (convertible 2012) (ANA)|
Sweden: Trollhättan (sedan 2002-2011 and 2013-2014, wagon 2005-2011 and convertible 2010-2011)
Austria: Graz (Magna Steyr) (convertible 2003–2009)
China: Tianjin (NEVS)
|Designer||Michael Mauer, Einar Hareide,Anders Gustafsson|
|Body style||2-door convertible|
4-door station wagon
|Layout||Front-engine, front-wheel drive / all-wheel drive|
|Platform||GM Epsilon platform|
|Transmission||5-speed F35 manual|
6-speed F40 manual
5-speed Aisin AF33 automatic
6-speed Aisin AF40-6 automatic
|Wheelbase||2,675 mm (105.3 in)|
The 9-3X concept, a preview of the next-generation 9-3, premiered in January 2002 at the North American International Auto Show. Originally, the 9-3 was due to début with the Opel Vectra in October 2001, at the Frankfurt Motor Show, but in July 2001, it was announced that delays had forced General Motors to postpone the introduction. The new 9-3 was eventually launched in July 2002 for the 2003 model year. The convertible version of the second-generation 9-3 began with the MY04, and SportCombi with MY05.
The new 9-3 remained an exclusively front-wheel drive powertrain at launch. The most significant aesthetic change from the previous generation cars was the elimination of the hatchback design. The second-generation 9-3 was available as a four-door saloon, an estate (introduced in late 2005 as a 2006 model, known as the SportWagon, SportCombi or Sport-Hatch dependent on the market), and a two-door convertible (introduced in 2004). It included Saab Active Head Restraints (SAHR II) to reduce whiplash and ReAxs, a passive rear-wheel steering design, and passive toe-in to help reduce understeer under heavy braking.
The new 9-3 departed from the Saab H / EcoPower engine used previously for a new 2.0 L inline-four engineEcotec engine from General Motors' for the petrol-powered models. There are three different versions of the turbocharged inline-four, with the amount of turbo boost determining the power output: 1.8T (112 kW), 2.0t (131 kW) and 2.0T (157 kW). The engines were mated with a 5-speed manual transmission or a 5-speed 'Sentronic' which is a traditional automatic, not to be confused with SAAB's earlier 'Sensonic' which was a clutchless manual transmission that retained a conventional H-pattern shifter, but the clutch system was hydraulically actuated. In 2003 models, the standard manual transmission was a 5-speed gearbox with the 6-speed optional. The 6-speed manual was standard on US 2.0T (Vector) models.
There were four trim levels: the entry-level Linear, mid-range Vector and Arc (with emphasis on sporty appeal and luxury), and a top-of-the-range Aero model. In non-US markets, any trim level except the Aero (which was exclusively available with the 210 hp 2.0T) was available with any engine the buyer opted for. However, in the US, the Linear was exclusively available with the 2.0t engine, the Arc and Vector trims were exclusively available with the 2.0T, and the Aero model offered more options, such as a sunroof, larger wheels, and a 6-speed manual while retaining the same engine as the 2.0T, the B207R. It would be given a 2.8 L turbocharged V6 in 2006. No diesel models were ever sold in the US, neither were the 1.8T or any BioPower engines.
The 9-3 and the Opel Vectra were the first of the global GM Epsilon platform, which was then lengthened to accommodate four new cousins, the Chevrolet Malibu/Malibu Maxx, the Pontiac G6, and the Saturn Aura. A proprietary fiber-optic electric/electronic system, the possibility of AWD (exploited from 2008 on, dubbed Saab XWD), and ReAxs as described above, are just a few of the features exclusive to the 9-3.
On 22 February 2012, the final 47 Saabs were built. All the cars were 9-3 'Independence Edition' convertible models built by one of Sweden's largest car dealers, ANA, in Trollhättan. Of the 47 cars assembled, 21 were LHD, and 26 RHD. The final Saab was a Saab 9-3 Aero Independence Edition TTiD convertible.
Second-generation 9-3 engines
Note: Diesel, biopower, and certain petrol engines were not available in North America. Starting from late 2004, diesel engines are Fiat-sourced common-rail units.
|Model||Years||Engine and type||Displ.||Power||Torque||Turbocharger|
|1.8i||2004–2009||I4 16V||Ecotec Z18XE||1796 cc||122 PS (90 kW; 120 hp) @ 5800 rpm||167 N⋅m (123 lb⋅ft) @ 3800 rpm||None|
|1.8t||2003–2006||I4 16V||Ecotec B207E||1998 cc||150 PS (110 kW; 148 hp) @ 5500 rpm||240 N⋅m (177 lbf⋅ft) @ 2000–3500 rpm||Garrett GT2052s|
7.3 psi (0.50 bar)
|1.8t||2007–2012||I4 16V||Ecotec B207E||1998 cc||150 PS (110 kW; 148 hp) @ 5500 rpm||240 N⋅m (177 lbf⋅ft) @ 2000–3500 rpm||MHI TD04-11TK|
7.3 psi (0.50 bar)
|2.0t||2003–2006||I4 16V||Ecotec B207L||1998 cc||175 PS (129 kW; 173 hp) @ 5500 rpm||265 N⋅m (195 lb⋅ft) @ 2500–4000 rpm||Garrett GT2052s|
8.7 psi (0.60 bar)
|2.0t||2007–2012||I4 16V||Ecotec B207L||1998 cc||175 PS (129 kW; 173 hp) @ 5500 rpm||265 N⋅m (195 lb⋅ft) @ 2500–4000 rpm||MHI TD04-11TK|
8.7 psi (0.60 bar)
|2.0T||2003–2012||I4 16V||Ecotec B207R||1998 cc||210 PS (154 kW; 207 hp) @ 5300 rpm||300 N⋅m (221 lbf⋅ft) @ 2500–4000 rpm||MHI TD04-14T|
12.3 psi (0.85 bar)
|1.8t BioPower||2007–2012||I4 16V||Ecotec B207E||1998 cc||150 PS (110 kW; 148 hp) @ 5500 rpm (Petrol)|
172 PS (127 kW; 170 hp) @ 5500 rpm (E85)
|240 N⋅m (177 lbf⋅ft) @ 2000–3500 rpm (Petrol)|
265 N⋅m (195 lb⋅ft) @ 2000–3500 rpm (E85)
7.3 psi (0.50 bar)
|2.0t BioPower||2007–2012||I4 16V||Ecotec B207L||1998 cc||175 PS (129 kW; 173 hp) @ 5500 rpm (Petrol)|
200 PS (147 kW; 197 hp) @ 5500 rpm (E85)
|265 N⋅m (195 lb⋅ft) @ 2500–4000 rpm (Petrol)|
300 N⋅m (221 lbf⋅ft) @ 2500–4000 rpm (E85)
8.7 psi (0.60 bar)
|2.8T V6||2006||V6 24V||LP9||2792 cc||250 PS (184 kW; 247 hp) @ 5500 rpm||350 N⋅m (258 lbf⋅ft) @ 1800–4500 rpm||MHI TD04-15T|
8.7 psi (0.60 bar)
|2.8T V6||2007–2008 (FWD)||V6 24V||LP9||2792 cc||255 PS (188 kW; 252 hp) @ 5500 rpm||355 N⋅m (262 lb⋅ft) @ 1800–4500 rpm||MHI TD04-15T|
8.7 psi (0.60 bar)
|2.8T V6||2008–2010 (XWD)||V6 24V||LP9||2792 cc||280 PS (206 kW; 276 hp) @ 5500 rpm||400 N⋅m (295 lbf⋅ft) @ 2150 rpm||MHI TD04-15T|
12.3 psi (0.85 bar)
|1.9 TiD||2005–2010||I4 8V||Z19DT||1910 cc||120 PS (88 kW; 118 hp) @ 4000 rpm||280 N⋅m (207 lbf⋅ft) @ 2000–2750 rpm||High-pressure|
|1.9 TiD||2005–2010||I4 16V||Z19DTH||1910 cc||150 PS (110 kW; 148 hp) @ 4000 rpm||320 N⋅m (236 lbf⋅ft) @ 2000–2750 rpm||High-pressure|
|1.9 TTiD||2011-2012||I4 8V||Z19DTR||1910 cc||130 PS (96 kW; 128 hp) @ 4000 rpm||320 N⋅m (236 lbf⋅ft) @ 1500-2750 rpm||High-pressure twin turbo|
|1.9 TTiD||2011-2012||I4 16V||Z19DTR||1910 cc||160 PS (118 kW; 158 hp) @ 4000 rpm||360 N⋅m (266 lbf⋅ft) @ 2000–2500 rpm||High-pressure twin turbo|
|1.9 TTiD||2008-2012||I4 16V||Z19DTR||1910 cc||180 PS (132 kW; 178 hp) @ 4000 rpm||370 N⋅m (273 lbf⋅ft) @ 1500-2750 rpm (AT) |
400 N⋅m (295 lbf⋅ft) @ 2000–2500 rpm (MT)
|High-pressure twin turbo|
|2.2 TiD||2003–2004||I4 16V||D223L||2171 cc||125 PS (92 kW; 123 hp) @ 4000 rpm||280 N⋅m (207 lbf⋅ft) @ 1500 rpm||High-pressure|
13.1 psi (0.90 bar)
The Vector trim level was replaced with the Aero in the United States. The Arc trim level received the five-speed manual in place of the six-speed. In the UK, the 9-3 Aero 2.0T was made available with a six-speed manual transmission.
The 2.2 TiD engine was replaced with the common rail1.9 TiD engine from Fiat. The 1.9 TiD was available both as an 8V version with 120 PS and a 16V version with 150 PS. The 8V version was available exclusively with a 6-speed manual, while the 16V was also available with a 6-speed automatic. The 16V was equipped with a diesel particulate filter as standard, while it was optional on the 8V for the 2005 MY. Like the 2.2 TiD, the 1.9 TiD was not available in the US, where demand for diesel engines was not very high.
US versions were sold with 16-inch wheels standard (17-inch for the Aero), unlike the 15-inch wheels which were previously found in the Linear version. In the United States, but not in most countries, 2005 was the last year of the Linear and Arc versions. In addition, the 6-speed manual was dropped and both the Arc and Aero received the 5-speed manual.
A new 2.8-liter turbochargedV6 engine, branded as 2.8T by Saab, was introduced for the Aero. The 2006 Aero was exclusively available with the V6 in the US, replacing the 2.0T engine. In other markets, the 2006 Aero was available with both the four-cylinder 2.0T and the 6-cylinder 2.8T engine. The 2.0T had 12.3 psi maximum turbo boost pressure and turned out 210 hp (157 kW), while the 2.8T had 8.7 psi boost and turned out 250 hp (190 kW). In certain markets, like Switzerland, a 230 hp variant of the 6-cylinder was also offered in Vector trim.
In the United States, the Linear model and the 175 hp engine was dropped, so that all four-cylinder 9-3 models had the 210 hp engine. The Arc designation also disappeared, replaced by a trim level simply known as 2.0T, which was similar to the 2005 Arc except that Linear wheels were used. A special "20 Years Edition Aero Convertible" for the American market was unveiled at the Los Angeles Auto Show in January 2006 to celebrate 20 years since the introduction of the Saab 900 convertible. All 20 Years Edition Aero Convertibles were offered in metallic electric blue.
The dashboard was revamped for 2007, with the Saab Information Display moved from its high mounted position to the main instrument binnacle. The button-heavy climate control system disappeared, replaced by the Saab 9-5 climate control system, OnStar was re-introduced and required when Nav was ordered in North America, and the corporate GM head unit debuted, which allowed for satellite radio and MP3 CD capability. The suspension went from harsh to firm, and the cabin was quietened. Steel Gray was also replaced with Titan Gray as an exterior color choice. For the 2007 model year, the 9-3 was also available with Biopower versions of the 1.8t and 2.0t engines, able to run on E85 as well as petrol.
In the U.S. market, only the 210 hp 2.0 L 16-valve turbo engine and the 250 hp 2.8 L V6 turbo were available. The manual transmission in the 2.0T model was changed from a 5-speed to a 6-speed.
A 60th Anniversary Edition was also offered for the sedan, wagon, and convertible body styles for 2007 to celebrate 60 years of SAAB. The package was available on 2.0T cars and included unique five-spoke 17-inch alloy wheels, black leather sport seats with grey inserts and SAAB embossments on the front seats, dark walnut trim, black floormats with grey binding, front fog lamps, and a BOSE audio system with 6-disc CD changer and satellite radio. Sedan and convertible models also received trunk-lid spoilers. An Ice Blue metallic paint was offered for the edition, as well as standard SAAB paint colors.
Saab claimed over 2000 changes were made to the model year 2008 cars. The 2008 range, first presented at the Saab Festival in Trollhättan, Sweden (10 June 2007) included new frontal styling inspired by the Saab Aero-X and Saab 9-2X, Saab's first use of LED "signature" lighting in the revised headlamps, new door panels, a new clamshell bonnet, new rear bumper, and frosted "ice block" rear lamps. Black replaced charcoal gray as an interior color choice. Snow Silver became a new exterior color. The 2.8T V6 received a mild output boost from 250 hp to 255 hp. Some additional exterior modifications are available on the limited-edition XWD 280 hp (209 kW) 9-3 Turbo X, presented at the Frankfurt Motor Show (9/07). The Turbo X made its North American debut at the New England Auto show in late November. Saab also released an all-wheel-drive version of the Aero, with the system dubbed "XWD", in March 2008.
A new twin-turbo diesel engine with 180 PS, dubbed 1.9 TTiD, was introduced. The TTiD engine was also available in Aero trim. The TTiD Aero marked the first time Saab had used a diesel engine in a car with the Aero designation.
Saab Turbo X
Offered in either Sport Sedan, or Sportcombi (wagon) It was made to celebrate SAAB's 30 years of turbocharging. All Turbo X models were offered in metallic jet black with matte grey trim. The Turbo X is SAAB's first production car with the XWDall-wheel drive system from Haldex Traction and eLSD. It is powered by a 2.8 L V6 producing 280 PS (210 kW) mated to a six-speed manual or automatic gearbox. It has larger brakes as well as stiffer springs and shocks. The dash, shift lever, and door panels have a carbon fiber look and the turbo boost gauge draws its inspiration from the Saab 900.
The 2009 9-3 series expands the trim levels while dropping the limited-edition Turbo X saloon and estate from the lineup. The 2.0T and Aero saloon and estate models are now available with Saab's all-wheel drive (XWD). The convertible range lacked the all-wheel-drive option. The 2009 Saab 9-3 was mostly unchanged from the 2008 model, although the Aero trim level came standard with the XWD system, eLSD, and 280-horsepower power increase, all formerly reserved for the discontinued Turbo X. During 2009 the 9-3X was launched at the Geneva auto show. The 9-3X is a four-wheel-drive XUV version of the 9-3 SportWagon. The new 9-3X came with two engine choices: the 1.9 L diesel (producing 180 bhp) and the 2.0 L petrol engine (producing the 210 bhp). Only the 2.0 L petrol engine is equipped with the XWD while the diesel version is available only with front-wheel-drive.
For 2010, the Saab 9-3 Aero's turbocharged V6 was eliminated. All models used the 2.0-liter turbo-4.
Saab 9-3 Aero Carlsson
2010 marked the 50th anniversary of Erik Carlsson's first win for Saab on the RAC Rally in a Saab 96. A limited-edition of 96 Aero Carlsson 9-3 was released. The 9-3 Aero Carlsson featured Saab's cross wheel drive (XWD) system, a turbocharged engine, 2.8 L V6 producing 280 hp, and 400Nm of torque through a 6-speed "Sentronic" hydraulic automatic transmission.
Saab 9-3 ePower
The Saab 9-3 ePower electric car was unveiled at the 2010 Paris Motor Show and became Saab's first electric vehicle. The ePower concept car is based on the 9-3 SportWagon, has a 35.5kWhlithium-ion battery pack, a top speed of 150 km/h (93 mph), and an estimated driving range of 200 km (120 mi).Saab had scheduled to run a two-year trial with 70 ePower demonstrators in Sweden by late 2011. The new owner of the Saab estate, National Electric Vehicle Sweden, initially stated that they intended to start producing the all-electric 9-3 ePower to be launched in China by late 2013 or early 2014.
The production version was slated to be unveiled at the 2014 Frankfurt Motor Show and market launch for 2015. In April 2014, NEVS began production on a batch of 200 units to be tested in Qingdao, China by mid-2014. After the test, sales are scheduled to begin in Sweden in 2015.
For the 2011 model year, the single-turbo TiD diesel engines were replaced by twin-turbo diesel engines (TTiD), which increased the power output of the 8V version from 120 to 130 PS, and the 16V from 150 to 160, respectively.
The 9-3 received some revisions in 2011 for the 2012 model year. Changes were in the engine range with an overall reduction in diesel and petrol engine fuel consumption of 12% and 7% respectively. An entry-level 163 hp, 2.0 L gasoline/BioPower engine was added for 9-3 saloon, estate, and 9-3X models with Saab XWD. Other changes included rear badging in line with all new Saab 9-5 saloon, 'ice block' style headlights, New bumper design, titanium metallic-effect trim around the instrument panel, gearshift, doors, and glove box. The Aero included graphite fiber effect. Contrast stitching on leather upholstery.
In most markets, car was badged 'Griffin'. The three-spoke alloy wheel returned in 16- to 18-inch choices. An "Independence Edition" convertible was released with a total of 366 units to commemorate the first anniversary of the sale to Spyker Cars.
|Saab 9-3 Aero MY14|
|Assembly||Trollhättan, Sweden, Saabvägen 5 (NEVS)|
|Designer||Michael Mauer, Einar Hareide,Anders Gustafsson|
|Body style||4-door sedan|
|Layout||Transverse front-engine, front-wheel drive|
|Platform||GM Epsilon platform|
|Engine||2.0 L 220HP A20NHT I4 (HP-turbocharged petrol)|
|Transmission||6-speed F40 manual|
6-speed Aisin AF40-6 automatic
|Wheelbase||2,675 mm (105.3 in)|
|Length||Sedan: 4,668 mm (183.8 in)|
|Width||Sedan: 80.25 in (2,038 mm)|
|Height||Sedan: 1,450 mm (57.1 in)|
|Curb weight||2008-2009: 1,410 to 1,690 kg (3,109 to 3,726 lb)|
National Electric Vehicle Sweden (NEVS) restarted production of the Saab 9-3 Aero Sedan MY14 on 2 December 2013, in Saab's former Trollhättan assembly plant. The only exterior difference on the MY14 model is the lack of the Griffin badge, to which NEVS does not own the rights. The Griffin is replaced with a badge displaying the Saab logotype, as well as new seats. The 9-3 Aero MY14 features a 220-horsepower 2.0-liter direct-injected twin-scroll turbocharged engine and went on sale in Sweden on 10 December. The first cars were to deliver in Spring 2014 as a "Limited Edition" model. Only two colors were available, black and Silver.
The 9-3 no longer meets the latest Euro NCAP tests regarding pedestrian safety; therefore, only 1,000 cars of each body model could be sold in Europe, as a low-volume manufacturer. The only other market was China. An electric version was to be launched in spring 2014 in the Chinese market. The updated 9-3 have been tested favourably by motoring magazines.Vi Bilägare wrote that it feels modern and feels sporty yet comfortable.
Saab automobile production ended as of May 2014 because Qingbo Investment, one of NEVS shareholders, was not able to reach a financing agreement. By the end of 2014, India's Mahindra & Mahindra agreed to buy a majority stake in NEVS. In February 2015, it was announced that the remaining 100 cars that were stuck on the halted production line since May 2014 would be completed.
Production of the electric 9-3 in China was started in 2019.
Work on a third-generation Saab 9-3 started in 2007, when designers in General Motors facilities in Rüsselsheim and Detroit began work on a design study. The design language was supervised by Simon Padian, and the design team managed to produce a clay model and several computer models before General Motors announced it had put the Saab brand "under review" in December 2008.
After an intended sale of Saab to Swedish supercar manufacturer Koenigsegg ultimately failed in 2009, General Motors reached an agreement with Dutch manufacturer Spyker N.V. in January 2010. The sale of Saab to Spyker was completed in late February 2010 and work on a replacement for the 9-3 was restarted virtually immediately. The new management of Saab, headed by CEO Victor Muller, felt, however, that a new design language was needed to distance a newly independent Saab from General Motors.
Muller hired Jason Castriota in June 2010 to work on a scalable car platform that would serve as the basis for future Saabs, beginning with the replacement for the 9-3. In October 2010 a number of prototypes were produced and evaluated against the prototypes made in 2007. Eventually, Castriota's prototype was chosen and the design team was instructed to develop a five-door combi coupé, a convertible and a crossover on the new platform.
The work on the new platform culminated in the unveiling of the Saab PhoeniXconcept car at the Geneva Motor Show in March 2011. By that time, Saab had run into serious cash flow problems, but work on the PhoeniX platform and the 9-3 replacement continued to the point that bankruptcy papers were filed in late 2011.
The replacement of the 9-3, which had been renamed 900 by that time, was to have 1.6 liter turbo engine supplied by BMW, which was also to supply the car's start-stop system. The car was to have a hybrid drivetrain and was to be released in both a premium Aero and an economy Vector variant.
When Saab finally filed for bankruptcy in December 2011, Castriota and his team had finished most work on the car's body and its engineering, with the interior remaining the last hurdle before completing the car, which was planned for Fall 2012. The main assets of the bankrupt company were acquired by National Electric Vehicle Sweden (NEVS), which may revisit the PhoeniX platform. NEVS was focusing its efforts on producing an electric variant of the second generation 9-3.
Awards and Recognition
- Saab 9-3 received an award as the most reliable vehicle in the middle class. With 50,000 km, 93.1% of Saab's showed no defect requiring the service and for the 100,000 km, this percentage is still respectable and is 84.2%.
- US Insurance Institute for Highway Safety (IIHS) 'Top Safety Pick Award' in the midsize luxury category.
- US Insurance Institute for Highway Safety (IIHS) 'Top Safety Pick Award' in the midsize luxury category.
- US Insurance Institute for Highway Safety (IIHS) 'Top Safety Pick Award' in the midsize luxury category.
- US Insurance Institute for Highway Safety (IIHS) 'Top Safety Pick Gold Award' in the midsize luxury category.
- Wards Automotive list the 2.8 L V6 featured in the 9-3 amongst their 10 Best Engines of 2006.
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|Wikimedia Commons has media related to Saab 9-3.|
With a Swedish aerospace company as its parent company, Saab and its tagline 'born from jets' has intrigued drivers since its inception in 1945. Although Saab vehicles are no longer produced in the United States, Saab does have a long history with a niche audience, and its vehicles can now be found on used car lots nationwide. Here is what drivers may want to know about Saab models and their car prices.
Is Saab a Luxury Car?
Many drivers may refer to Swedish car brand, Saab, as a luxury vehicle, but according to Kelley Blue Book, Saab can be described more accurately as 'quirky,' a term that is attributed to the rare positioning of the ignition and other features that make the Saab a little different from the norm for luxury cars. Features such as windshield wipers for the headlights may appeal to the driver who is looking for quality but in a unique frame, says The Atlantic.
In 2000, General Motors acquired all of the Saab brand, and the look of these vehicles remained mostly the same. However, Saab enthusiasts could notice similarities between some of the Saab models and traditional GM vehicles, such as the Chevrolet Malibu. The Saab 9-3 SportCombi was alike GM's base sedan but in a wagon variety. In 2010, General Motors sold Saab to Spyker Cars N.V.
Due to Saab's previous popularity, some car designers have even imagined what the Saab 900 would look like now if the brand had continued to this day.
What Are the Different Models of Saab?
Even though the Saab brand itself stopped selling its vehicles in the United States in 2011, it was under General Motors' ownership that different models of Saab emerged, including the Saab 9-2X, the Saab 9-4X and the Saab 9-7X, which GM modeled after their iconic Chevrolet Trailblazer. According to Ranker.com, previously, Saab had developed these models:
- Saab 9-2, Saab 9-3, and Saab 9-5
- Saab 900 and Saab 900 Talladega
- Saab Convertible and Saab 900 Convertible
- Saab 90, Saab 92, Saab 93, Saab 95, Saab 96, Saab 98, and Saab 99
- Saab 9000
- Saab Sonett
- Saab GT750
- Saab Quantum
- Saab Sport
- Saab Toad
- Saab 60
- Saab 600
- Saab Aero-X
- Saab Catherina
- Saab EV-1
- Saab Formula Junior
- Saab 9-6X, Saab 9-X, Saab 9-X Air, and Saab 9-X Biohydrid
- Saab MFI13
- Saab Monster
Over the course of Saab's history, the car brand produced millions of vehicles. The Saab 92 was the first produced Saab, releasing in 1949.
Features of the Saab 9-3
One of the most popular Saab models, the 9-3, launched in 1998 and was redesigned a handful of times throughout the years, according to Saab Parts. In 2003, with the release of the second generation 9-3, drivers could select between a turbo or non-turbo engine. Saab also introduced their fiber optic electric system and, later, a new instrument panel with steering wheel controls. In 2006, Saab started selling the 9-3 Sport Wagon with a 6-cylinder B284 engine. It was the year 2008 when Saab completely updated the 9-3's frame, and their all-wheel-drive was introduced.
Saab also released the limited edition 9-3 Turbo-X in 2008 whose V-6 engine ran with 280 horsepower.
When it comes to the Saab interior, some drivers and expert reviewers were less impressed. Although the 2011 Saab 9-3 comes equipped with a Saab infotainment system, automatic climate control, and has the upgraded options available of navigation and Bluetooth technology, the interior has many blind spots and some adults may find the amount of leg space lacking. Reviewers also made note of the surprising absence of premium features given the price point.
How Much Do Different Pre-Owned Saab Vehicles Cost?
Some of the more popular and well-known Saab models include the Saab 9-3, the Saab 9-5, and the Saab 900. Drivers who desire to own a Saab should still be able to find pre-owned Saab vehicles despite the company halting production many years ago. Here are some of the pre-owned prices you can expect:
- According to Auto Blog, a dealership in Massachusetts listed their 2006 Saab 9-3 with 133,000 miles for $4295, while a 2007 9-3 with 86,075 miles was listed for $6995 in Illinois.
- For a pre-owned Saab 9-5, you may expect to pay between $3000 and $8000. Auto Blog also reported a listing for a 2001 Sabb 9-5 for $3997 in Virginia, while a 2011 Saab 9-5 with 120,114 miles was listed for $7300 in Iowa.
- A dealership in Ohio listed a 1995 Saab 900 with 87,976 miles for $4695.
Per J.D. Power, the average list price of a 2011 Saab 9-3 is $7595, while the average cost of a 2011 Saab 9-5 comes in just slightly higher at $7995. The 9-3 is an entry-level Saab that's popular with drivers for its spacious interior, comfortable ride, and its turbocharged engine that boasts 210 horsepower. Getting 19 / 27 MPG, the Saab 9-3 is a good option for the average driver who still wants a quality vehicle. The Saab 9-5 is considered a more luxurious model than the 9-3, with a six-cylinder engine that boasts 300 horsepower in a sporty frame.
According to Cars Guide, the Saab 9-3 model years from 1998 to 2011 ranges from $3300 to $19,470, while the 2012 or newer has a manufacturer's suggested retail price from $10,230 to $21,120.
As for some of the other Saab models, Motortrend.com reports:
- An MSRP between $23,710 and $27,670 for a 2006 Saab 9-2X.
- The average MSRP for a 2001 Saab 9-3X to be $36,975.
- The 2011 Saab 9-5 to come in at an average price of $39,875.
- The 1998 Saab 9000 holding strong with an MSRP of $38,580.
- An MSRP of $33,380 for a 2011 Saab 9-4X.
- The average MSRP for a 2009 Saab 9-7X to be $42,615.
- The 1998 Saab 900 priced at $24,500.
The cost for Saab pre-owned vehicles, just like any other make and model, will vary by the year, the number of miles, upgrades, trim level, location, and condition of the vehicle.
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