Saab 9-5 TID built without compromise

There are some cars that are committed to lighter construction and dependence on highly-developed engineering structures to keep them safe in impact. Then there are others which are built without compromise, clearly providing the metal to protect as well as the technology.

You can feel the difference. Like in the Saab 9-5. An uncompromisingly substantial car, in looks, size and feel. In trim and decor. Almost, one would say, this is a ‘man’s car’.

(Except that Trish has been thoroughly enjoying her own miles in the current vehicle, but sin sceil eile.)

It IS my kind of car, given my acknowledged preference for big cars, and liking for adequate power and performance ... even if I’m not a ‘performance’ driver. I DO want, though, the knowledge that there’s enough ooomph on tap to get me out of trouble if I’m caught in a difficult situation not necessarily through no fault of my own.

The Saab 9-5 3-litre turbodiesel provides just that, and yet in a satisfactorily environmental way, given the greater efficiency of diesels and in their modern forms their decent drivability.

One thing about Saabs - they’re unmistakable. The silhouette is always modelled on the traditional shape, and while the grille designs have modernised over the years, even the latest one is absolutely recognisable at an instant’s glance.

The 2002 model has had over 1,200 improvements, I’m told, over the version just outgone. Some of these have been cosmetic to the sheetmetal and trimmings. More are under the handsome skin and relate to the chassis and stability developments. Thanks to a large investment in its production facilities, build quality has also been improved and is evident in tighter shut lines.

The length of the car is greater too, though mainly because the front bumper is deeper, although it doesn’t look it thanks to a smoother integration with the front end as a whole.

Sweden is the home of sexy industrial design, and if you look carefully at details of the 9-5 in latest form, you can see some of them. Take a gander from the side at the front lights cluster, for instance, or at the ‘wings’ centrepiece of the grille, representing the marque’s pedigree in aircraft manufacture, and you’ll see what I mean.

Saab aficionados will feel very much at home inside, as the traditional ‘cockpit’ driver’s area is very much what it has been for many years, if slightly changed by the use of different materials like the aluminised v the more familiar wood dashboard trim. The former is part of the ‘Vector’ specification, and the walnut in the ‘Arc’ spec. Your basic ‘anthracite’ dash comes with the entry ‘Linear’ spec. And, you know, I think I prefer it to the other two?

Anyway, the review car’s specification included a full leather interior, which in its own way was very comfortable. But leather is not really my thing, as it can be cold on the bum of a winter morning before the seat heaters sort things. More to my point, if I’ve put a briefcase/computer or camera on the back seat (tools of the trade, y’know), it can slide to the floor under even mild braking.

(OK, so such things should be safely stowed in the boot. But there’s perfection and there’s pragmatism, not always seeing eye to eye ...)

Besides, I have a family member a vegetarian, and he doesn’t approve of using the skins of animals for decorative purposes. These are things which have to be respected.

Anyway, one of the things about the 9-5 and its predecessors was the amount of room in the cabin, and that certainly is as commodious as it ever was. Four people in absolute comfort, five in only marginally less. The leg and headroom are the important ones, and this is where that big body scores.

In things like head restraints, I find I can adapt reasonably well to what is provided anywhere. But I have people around me who can be more critical of such things. And in this case there was no criticism. The restraints are also high-tech, incorporating an ‘active’ system that is designed to reduce whiplash injuries. Saab were first to do this.

Aft, for the luggage that five might require, there’s possibly the largest boot in the class, very well finished and with a side net for wanderables (like that briefcase or camera, I suppose).
Loaded, let’s take to the road. And, of course, you have to get used to another Saab cars tradition - the placing of the ignition key beside the handbrake. It is also the equivalent of the normal steering lock, except in this case it locks the car into reverse gear.

A small quibble here - a few times, while negotiating this, I inadvertently pressed the boot ‘pop’ switch on the key and had to get out to close it again. Fortunately, there’s an indicator on the instruments to tell us if anything is open.

The big 3-litre V6 turbodiesel is a brand new engine, all aluminium, with four-valve technology. It outputs 176bhp and delivers a 0-62mph performance of 9.3secs, no mean feat for a car this big and heavy. It is registered as delivering over 38mpg in the combined cycle, and I can verify that, and even more on the long run.

It is, mind you, not the quietest of diesels I’ve lit up, but once under roadgoing conditions it is commendably easy on the ear in what is a very soundly insulated car.

It gets to its peak pulling power at around 1800rpm, and holds it to about 3000rpm before tailing off, and if you use this band well in overtaking, there’s an awful lot of punch. The management of this is by a typically large handful of leathered gearshift through five gears. There’s an automatic box available for most engines, don’t know at writing if this one can have it, but I’d like it. Interestingly, all but one of the pix in the catalogue showing the driver’s area have an autobox featured.

The driving feel is big. But not overpowering. And with this kind of car, though I believe it will take a lot of serious pushing around, the style if driving is mostly serene on good roads. There was a cruise control system on the review car, and I live just far enough down from Dublin to have roads which encourage its use, so I did and liked it.

With the size of the engine, there’s going to be serious road tax and insurance penalties involved, but the otherwise relative economy somewhat makes up for these. Mind you, if you’re in the position of spending £41,300 on a car, maybe the ancillary costs are not that important against the satisfactions of being able to motor in something like this.

And, according to the importers, of 1,300 total Saab cars expected to be sold here next year, about 100 people will fork out the 40 or so big ones for the 3.0 TID.

It makes it kind of exclusive, too, doesn’t it?