Introduction
It's difficult to talk about Saab without bringing up the on-going ownership saga. As we type (July 2011) the company is hanging on by a thread, having had to effectively re-mortgage its house and borrow from China just to stay afloat.
The 9-5 saloon we're driving here was developed while Saab was owned by General Motors, and was the car that was supposed to revitalise the Swedish maker; the 9-5 was the child conceived to patch up a troubled relationship. It didn't work, though: GM divorced Saab; Saab ran off to Dutch supercar maker Spyker; together the pair brought the 9-5 into the world. Not a great start in life, eh?
What are its rivals?
The 9-5 is nothing if not individual - which if nothing else qualifies it as a proper Saab. By classification it's an executive saloon, but by size it's closer to a limo, yet in price more like a compact executive car. Hmm.
If you're content to settle with Saab's official executive saloon tag, then the 9-5 competes with such automotive juggernauts as the BMW 5 Series, Mercedes-Benz E-Class and Lexus GS saloon. The 9-5 range starts at £27,000 and is bookended by a 2.8-litre turbocharged petrol version with four-wheel drive, at £38,000. By contrast, the most expensive E-Class is £51,000 - and that's discounting the quite 'special interest' E 63 AMG version, which is £74,000.
How does it drive?
The 9-5 driving experience is much like the whole Saab ownership saga: a rocked boat. As with most of the more expensive saloons on the market, choosing a 9-5 isn't as simple as choosing an engine and trim - there are all kinds of steering, suspension and drivetrain variations to play with: two steering setups, front- or four-wheel drive, fixed or adaptive damping and manual or automatic gearbox.
We're testing a 9-5 as 'standard' as it could possibly be: a front-wheel drive SE Vector spec with fixed rate dampers and a six-speed manual. The engine is the 2.0-litre TTiD twin-turbo diesel with 187bhp and 295lb.ft of torque.
It's very clear very quickly that the Saab is supposed to be comfortable rather than sporty - it's huge, for one thing. The setup smacks of a company trying to make its car all serene and comfy, with soft suspension and very light steering. However, respectively, they're just a little too soft and too light, because the steering gives very little feel and the suspension allows too much body movement on the brakes and around corners. It turns quickly for such a long car, but it's a slightly cack-handed thing to drive. It jiggles about quite a lot, too.
What's impressive?
It's different and it looks great, especially in dark metallic colours. The Saab might not have the overall build integrity of something German and more expensive, but it will stand out. It's also huge, with an enormous amount of rear leg space (as you'd expect - it's over five metres long) and a 461-litre boot.
And if you want to - thanks to Saab's early access to GM's treasure trove of technology - you can specify it will such treats as a head-up display (very apt given Saab's whole aviation provenance), radar guided cruise control and rear screens for the kiddies - all at a price that will still undercut a German.
What's not?
Apart from its dynamic deficiencies, the Saab also has the feel of a car a class below those it competes with. In parts the cabin uses the same sort of rubbery, matte material that's used in the 9-3, and it's all very monochrome and button-heavy.
The engine and gearbox don't pair together particularly well either. Because of tall gearing - probably for the sake of economy - the engine is often below its strongest spot in the mid-range just after changing gear. That makes it feel a little lethargic at times - a strange thing to say of a twin-turbo diesel.
Should I buy one?
As mildly disappointing as the 9-5 is, we can't help but feel that there's a lot of car there for someone bored with the German domination of the executive sector. Certainly, it's more interesting an ownership proposition than a Volvo S80, although those looking for something more solid from their alternative executive saloon will probably find the Lexus GS a more secure bet.
Saab has promised that the 2012 model 9-5, available from autumn 2011, will ride and handle much better, having been developed extensively in the UK. If Saab is still around by then, that could solve many of the car's issues - and make it very compelling indeed. We'll see.
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