While occasional throttle-induced oversteer makes for more fun than none at all, the trick all-wheel-drive system and suspension need to be retuned to shift from understeer to oversteer in a more linear fashion. No matter, the car remains easy to control, and a touch of opposite lock straightens up the X’s line. At which point the stability control doesn’t seem to do much. But then I found it: dip deep into the throttle during low-speed sharp turns, preferably on gravel, and the tail will step out, sometimes more than you’d like it to. Despite repeated attempts to induce oversteer, the Turbo X continued to plow. So, any potential for some sideways hoonage? The initial prognosis was not good. Numb, slow steering operated via an oversized (but nicely padded) steering wheel doesn’t help. Despite the trick all-wheel-drive system, the Turbo X’s general inclination is toward understeer. Then the Swedish flagship heels over and the outside front tire scrubs towards the outside curb. Yet the occasional jolt suggests hardcore suspension tuning… until you pitch the Turbo X hard into a turn. The suspension absorbs bumps reasonably well. And yet the stick is still preferable to the Aisin autobox. Meanwhile, fourth, fifth, and sixth are so close together that one of them is redundant. And even if you do rev to red, the powertrain bogs as you engage second. Unless you rev the engine nearly to the redline, the powerplant drops out of its powerband. There’s easily enough room between first and second for another ratio. The throws are long, the action dreadfully imprecise. ![]() While cruising, the soundtrack is all exhaust, whether you want it or not. Even at full throttle, the DOHC mechanicals barely manage to be heard over the prominently throaty exhaust. While the Turbo X is not blindingly quick, you’re soon up to cruising speed. Rev the engine before releasing the clutch, and the car launches strongly and- thanks to the all-wheel-drive system- without wheelspin. ![]() From 3,000 to 5,000 rpm, the turbo six’s smooth, effortless grunt would do a V8 proud. The Turbo X adds an electronic limited-slip rear that distributes torque left-to-right to counteract understeer in turns.īoost lag isn’t bad. The mechanicals: a 280-horsepower turbocharged 2.8-liter DOHC V6 driving four wheels through a six-speed manual (paddle-shifted six-speed auto optional) and the latest Haldex all-wheel-drive system (which doesn’t wait for the front wheels to slip before engaging the rears). Cargo volume is about average the tailgate latch was fussy on the car tested. ![]() In back, you’ll find barely enough room for adults. The Turbo X’s front seats may not be Sweden’s best, but they provide a decent amount of lateral support. Interior high point: the soft leather upholstery. ![]() Interior low points: the hard plastic door pulls crunch when you grab them and various plastic-on-plastic itches when traversing pocked pavement. The interior looks and feels like that of a $30k car, at best the Turbo X’s price is 50 percent north of that mark. The Turbo X cabin is much the same as the regular 9-3 Aero, with solid black instead of two-tone leather and faux carbon fiber trim. At best, these tweaks render it mildly sinister. The 9-3 has never been distinctive enough to be interesting or beautiful enough to be, well, beautiful. Imagine a Saab 9-3 with a coat of black metallic paint, prominent stylized dual exhaust tips and 18” alloys that recall the tri-spoke rims that distinguished the brand’s iconic 900 SPG. To wit: the limited edition 2008 Saab 9-3 Turbo X, in sedan or wagon SportCombi form. And now Saab is giving it a shot: start with a front-wheel-drive platform, add a powerful engine and an all-wheel-drive system (hopefully with a few tricks up its sleeve), and then try to pass the nose-heavy result off as a viable alternative to a balanced rear-wheel-drive BMW.
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