FIRST DRIVE: 2011 SAAB 9-4X [REVIEW

[marwan25]

he automaker’s new crossover, the 9-4X, is finally here, an unfashionably late arrival that clearly still has its ex-spouse on its mind. But this soiree might just have room for one more to rub elbows with Audi and BMW – in between trips to the therapist to hammer out some General Motors drama.

The automaker’s jubilant chief, Victor Muller, says that a “Saab Saab” – that is, one that eschews the inevitable GMness of products developed under Detroit’s control – is barely a year out.

Although we learned that there is much to praise about the 9-4X crossover, the arrival of a “Saab Saab” can’t come soon enough.

Off the shelf
The 9-4X’s mere existence is further proof that GM simply had absolutely no idea what to do with Saab, even after 20 years of Swedish investment.

When GM initially commissioned both the 9-4X and the Cadillac SRX, the Saab was to be first out the gate. But GM executives canned that idea just nine months prior to production when they decided to delay the Saab in favor of pumping out the higher volume Cadillac first. Then, when GM began shutting the doors on Saab, the project was canceled altogether – though the stillborn 9-4X was mere months from entering production.

That was back in late 2009. About 18 months later, divorcee Saab parked us in front of a line of white 9-4Xs at the model’s media launch in Washington, D.C. We had to rub our eyes a few times: Yes, the 9-4X lives.

Saab readily acknowledges the relationship between the SRX and 9-4X. This time, however, it’s not just a rebadge of an existing product (think 9-7X). Designed from day one to be used in both Saab and Cadillac applications, the Theta Premium architecture is vaguely related to GM’s Theta underpinnings used in the Chevrolet Equinox. There are some shared mechanical bits between the Saab and the Cadillac – like some suspension components and a base V6 powerplant – but the relationship stops there.

Boasting an entirely different look, the 9-4X is way more cohesive than the SRX, if not as bold, with a basic shape that is more tall jellybean than angular wagon. We see shades of the Lexus RX, GMC Acadia and Mazda CX-9 in the design, but everything is genuinely fresh and appealing. Saab’s unique blue-tinted lights stand out and the brand is trying to recreate its own identity with a full-width LED tail lamp cluster and turbine-style alloy wheels. Black painted mirrors and black pillars up front create a cleaner “helmet” look than you’ll find on the most recent 9-5 sedan and the “hockey stick” upswept D-pillar is a theme Saab plans to repeat in the future.

Inside, the look is also modern Saab. If you’ve been in the 9-5 (and you probably haven’t), you’ll feel right at home. A driver-centric dashboard is covered in black plastic with a myriad of switches and and optionally available navigation system. Big, chair-like seats provide good comfort up front, while the rear features an adjustable 60/40 split-folding arrangement with a convenient ski flap.

The navigation system and some switches come directly from the GM parts bin, but the look here isn’t at all “rebadged Cadillac.” Instead, it feels like “GM family.” With the exception of the plastic around the sweeping center stack, materials are very good throughout, besting Lexus but not quite approaching Audi. The SRX is more experimental with its materials, but the 9-4X is cleaner and more interesting.

Behind the second row, the 9-4X has a nicely-sized cargo area with plenty of tie-downs and a power tailgate. We haven’t stacked much luggage in either, but the cargo bay looks more useful than the compromised SRX.

Motoring along
Saab will offer the 9-4X with two gasoline V6 powertrains in North America, although the company admits it is seeking a turbodiesel unit for Europe.

Base models come with either front or all-wheel-drive and GM’s 265-horsepower 3.0-liter V6. Uplevel Aero models gain GM’s 300-horsepower 2.8-liter turbocharged V6, an engine primarily developed by Saab. By contrast, Cadillac saw weak demand for the turbo unit and will replace it with a 3.6-liter V6 for 2012.

We were only offered time in the Aero, which is offered only with Saab’s XWD (cross-wheel-drive) all-wheel-drive system. Developed in partnership with Haldex, it features an electronic limited slip rear differential for seamless power transition. We never found a slippery surface on our preview drive, but previous experience with XWD has left us impressed with the setup.

Saab thinks that its buyer base will be more attuned to the turbo unit than Cadillac shoppers were, a claim we see little reason to doubt. Although not a raging bull, the 2.8 is more than up to the task. The turbo helps pour on 295 lb-ft. of torque at just 2,000 rpm, which gives the 9-4X a light and seat-of-the-pants-powerful feel in almost any driving. Saab pairs a six-speed automatic transmission with both engines, although the Aero gains steering wheel-mounted paddle shifters.

We spent the better part of a day putting the 9-4X through its paces on a variety of curvy and straight roads. Keeping in mind that midsize crossovers are among the least enthusiast-oriented vehicles on the market, we didn’t see much reason to push the 9-4X beyond its limits. As a result, we were rewarded with a capable, entertaining vehicle – one that didn’t remind us of the SRX in any way.

Unlike the SRX, the 9-4X’s steering felt linear and direct, if a little light on feel. Reactions were quick at any speed, with positive turn-in and good straight line stability. Despite the Aero’s big 20-inch wheels wrapped in performance-oriented tires, the 9-4X was nearly silent on the highway. That bling hardly disturbed ride quality, either, which was several notches above the SRX. Where the Cadillac is wooden and confused over undulating surfaces, the 9-4X happily took anything in stride. Body lean is modest, as it should be in a soft-riding crossover.

The Aero’s exclusive DriveSense offers drivers comfort and sport modes (and a new intelligent mode for 2012) that changes throttle response, transmission tuning and suspension stiffness depending the driver’s wants. Sport was aggressive with gear changes, but offered marginally flatter stability in the curves.

That it drives nothing like the SRX is no problem since Saab doesn’t see the Cadillac as a big rival. Where the crest-and-wreath brand has its sights set on the Lexus RX, Saab wants the 9-4X to take on the Audi Q5 and BMW X3. This will be no easy task, even for a likable crossover with a reasonable price.

Even the base 9-4X comes standard with leather trim, Bluetooth and keyless starting at a reasonable $33,380 – a price that puts it a little below an equivalent SRX and well under less powerful BMW X3s and Audi Q5s. At $48,000 or so, the Aero ain’t cheap, but it is competitive with rivals.

Leftlane’s bottom line
It might be late to the party, but the 9-4X isn’t ready to be ignored. Although it certainly should have launched 18 months ago, its untimely arrival makes it yet another entry into what is quickly becoming the most-contested segment in the industry. A competent, above average all around performer, the 9-4X won’t scare the Germans – but it is worth a spot on your shopping list.

What Saab needs today is volume – anything will help – and that’s just what this likeable crossover should easily provide, especially in the lucrative North American market.

Saab 9-4X base price range, $33,380 to $48,010.