Saab 9-5 upgraded for 2012

Against a background of nervous suppliers, production stoppages and Chinese investment, Saab has announced a series of improvements to its 9-5 Saloon for 2012. As expected, it has also confirmed the introduction of the 9-5 SportWagon.



A series of changes are being introduced to make the 9-5 more fuel efficient and environmentally friendly. All engines have been tweaked, and devices such as automatic stop-start and a gearshift indicator are now fitted. The headline result is that the Saloon equipped with the 157 bhp (118 kW / 160 PS) 2.0 litre TiD diesel engine and manual transmission now emits 125 g/km of CO2. Before, the figure was 139 g/km.



Significantly, that means the Saab just betters the 129 g/km of the fleet managers’ favourite, the BMW 520d. However, it should be remembered that the 9-5 still has 23 bhp (17 kW / 24 PS) less than its German rival.

Another important area which has received attention is the chassis, something that was criticised when the 9-5 was first launched. This time around, extensive testing was done on the rough tracks that pass for UK roads to help smooth out the ride characteristics. The result is revised spring rates, dampers and suspension bushings, plus the promise from Saab of a much more enjoyable drive.



Standard equipment levels have been enhanced by the addition of a hard disk satellite navigation system with 8” touch screen, DAB radio and revised interior trims for all variants. Making it onto the options list for the first time are a rear reversing camera and adaptive cruise control.



The SportWagon models will carry a £1,200 premium over their Saloon equivalents, meaning on the road prices will be between £26,995 and £39,195.

Unfortunately the new arrival lacks the visual elegance of the Saloon, especially when viewed side-on. That’s mainly because the upper profile of the doors features a strong rearward down slope, which then results in an odd clash of shapes and a lack of flow towards the back.



Nevertheless, those strange lines conceal a generous enough load bay. Cargo capacity is 527 litres with the rear seats up, rising to 1,600 litres with them folded down.



That’s similar to competitors such as the Audi A6 Avant (565 / 1,680 litres), Volvo V70 (575 / 1,600 litres) and BMW 5 Series Touring (560 / 1,670 litres). But if luggage space is the absolute priority, buyers would be better looking at the Mercedes-Benz E-Class Estate (695 / 1,950 litres) or the Škoda Superb Estate (633 / 1,865 litres).



Dealers are accepting orders for the 2012 Saab 9-5 range now, and the first customer deliveries are expected during autumn 2011.



Related post:

Saab 9-5 range expands

Cadillac drops turbo SRX

Cadillac is discontinuing the turbo versions of its SRX crossover, due to low demand.

Dropping the 300 bhp (223 kW / 304 PS) 2.8 litre V6 turbo motor means that the only engine now available for the SRX is a normally aspirated 3.0 litre V6, which produces 265 bhp (197 kW / 268 PS).



The reason for dropping the more powerful option can’t be because buyers are put off by its fuel consumption. Indeed, the EPA Highway rating of 22 mpg US (26.4 mpg UK / 10.6 l/100km) for the SRX turbo is barely any worse than the 23 mpg US (27.6 mpg UK / 10.2 l/100km) recorded by the 3.0 litre V6 with all-wheel drive.

Rather, it seems that Cadillac got the pricing wrong. Whereas the base non-turbo version with front-wheel drive has a price tag of $34,705 (including destination charges), the cheapest turbo SRX costs $50,790 - almost 50% more.



It’s unclear how this move will affect the forthcoming Saab 9-4X. Due to be launched in North America during May 2011, the 9-4X is based on the SRX and was going to share its engine line-up.



Images © GM Corp.



Related post:

Saab 9-4X unveiled

Saab 9-4X unveiled

Ahead of its debut at next month's Los Angeles Auto Show, Saab has released details of the 9-4X crossover. It’s an important model for the rejuvenated Swedish manufacturer as it should help to broaden the brand’s appeal, particularly in the crucial North American markets.

The 9-4X is a legacy of Saab’s past under General Motors ownership, though. Not only does it share a platform with the Cadillac SRX, but it will also be built alongside that vehicle by GM in Mexico.



But the 9-4X’s looks don’t betray those connections, and it features typical Saab styling cues including the wraparound effect windscreen, gently tapering roofline, ‘hockey stick’ waistline and deep front grille. Wheels are 18” six-spoke alloys on entry-level versions, while Aero variants get 20” nine-spoke ‘turbine’ items.



On the inside there’s a driver-focussed dashboard, which Saab predictably maintains is reminiscent of an aircraft cockpit. The cabin is reckoned to be large enough for five adults, and the driver’s seat gets eight-way power adjustment as standard. Meanwhile, luggage capacity in the 9-4X can be increased by folding down the 60:40 split rear seats which, when lowered, gives a completely flat load space without the need to move the seat base cushions or remove the rear head restraints.

Regarding engines, the choice is limited to two V6 petrols, both of which drive through a six-speed automatic transmission and Saab’s XWD all-wheel drive system. First up is a direct injection 3.0 litre unit which, unusually for Saab, is normally aspirated. Without a turbo, it manages an output of 261 bhp (195 kW / 265 PS) which will accelerate the 9-4X from 0-62 mph (100 km/h) in 9.0 seconds.



The more powerful option actually has a smaller capacity - 2.8 litres - but twin scroll turbocharging allows it to produce 296 bhp (221 kW / 300 PS) and 400 Nm of peak torque, which is usefully available between 2,000 and 5,000 rpm. 0-62 mph (100 km/h) takes 8.3 seconds, but this engine is only available with the Aero trim level.



Top speed, fuel consumption and CO2 emissions figures have yet to be released for either engine. There’s also no sign of any diesels yet, although that will probably be rectified by the time the 9-4X makes it to Europe.

It’s claimed that the chassis set-up on the 9-4X will give car-like ride and handling good enough to challenge the current best in class. Furthermore, customers going for the Aero spec will get Saab DriveSense, which changes the behaviour of the dampers according to how the car is being driven and the type of road surface. It also allows the driver to switch from the default ‘Intelligent’ mode to ‘Sport’, ‘Comfort’ or ‘Eco’, the last of which re-maps the throttle pedal and gear change patterns to minimise fuel consumption.



North America will get the 9-4X first, with sales due to start in May 2011. Europe and other markets will have to wait a few months more though, as August is the planned launch date for those territories. Pricing - and presumably news of a diesel version - will be announced shortly before sales commence.

Saab 9-3 Aero Carlsson

Saab has got experience of producing special editions in honour of rally driver Erik Carlsson, having previously named versions of the 900 and 9000 after him during the late 1980s and early 1990s.



Now it has decided to do it again, this time to mark the fiftieth anniversary of the Swedish driver’s first win in Britain’s RAC Rally, which was achieved at the wheel of a Saab 96.



Thankfully, the company has resisted the urge to just bung some fancy alloys and a few other extra bits onto something like a mid-range diesel model. Instead, it appears to have resurrected the limited edition Turbo X from a couple of years ago, as the new edition similarly features a turbocharged 2.8 litre petrol V6, Saab’s XWD all-wheel drive system and a six-speed automatic gearbox.



The result is the 9-3 Aero Carlsson saloon, which turns out to be a very rapid car. With 276 bhp (205 kW / 280 PS) and a healthy 400 Nm of torque, the 0-60 mph (96 km/h) dash takes just 6.9 seconds. But it’s in the mid-range that it really impresses: the 50-70 mph (80-112 km/h) acceleration time is only 6.3 seconds, perfect for overtaking. Top speed is limited to 155 mph (250 km/h).

Erik Carlsson with the Saab 9-3 Aero Carlsson special edition

Naturally, with that powertrain, the Saab was never going to be the greenest of cars. CO2 emissions are 269 g/km, and it’ll only manage a modest 25mpg (11.2 l/100km) on the combined cycle.



But if the 9-3 Aero Carlsson is going to cost a bit to keep fuelled up, potential owners will be consoled by knowing that they probably won’t need to spend any money on optional extras. That’s because Saab seems to have added most of them already.



Standard specification includes satellite navigation, Bluetooth telephone connectivity, Bose stereo, sports suspension with rear body levelling, bi-xenon cornering headlights, 19” alloy wheels, leather interior trim, electric front seats, twin exhaust tailpipes and a rear boot lid spoiler.



So, lots of horsepower and loads of kit… but how much? Incredibly, the 9-3 Aero Carlsson is priced at just £26,495. That’s actually £560 less than a ‘normal’ 9-3 Aero 1.9TTiD 180.



However, anyone interested will have to be quick - only 96 examples will be produced (that number being a nod to the Saab 96 that Carlsson drove back in 1960), and they will be available in the UK only.



There aren’t too many all-wheel drive compact saloons on the market with more than 250 bhp, so direct competitors for the 9-3 Aero Carlsson are somewhat thin on the ground.



Vauxhall has the Insignia VXR 4x4 which, with its 320 bhp (239 kW / 325 PS), can boast quite a bit more power than the Saab. It’s also quicker - 0-60 mph (96 km/h) takes 5.6 seconds - but it also costs more. The list price is £33,125 and leather is extra, but the current ‘Vauxhall Internet Only’ price of £28,350 indicates that there’s plenty of room to haggle.



Another potential rival is the Audi A4 Saloon. However, to get all-wheel drive and similar performance levels to the 9-3 Aero Carlsson, buyers would probably have to go for the 3.2 FSI S Line quattro tiptronic. That version costs £35,910, almost £10,000 more than the Saab, although that’s before any of the options needed to match the spec of the 9-3 have been selected.

119 g/km Saab 9-3 diesels

With the new Saab 9-5 getting so much attention of late its smaller sibling, the venerable 9-3, might have rather faded into the background pending its replacement in 2012.



But Saab, under new owners Spyker Cars, isn’t ignoring its compact range. Realising that - in Europe at least - both fleet and private customers are demanding ever more economical small diesels, it has improved the 9-3 accordingly for the 2011 model year.

There’s now a choice of three diesel engines, available with a power output of 128 bhp (95 kW / 130 PS), 157 bhp (117 kW / 160 PS) or 177 bhp (132 kW / 180 PS). And they have a lot in common with each other: all have a capacity of 1.9 litres, all now feature twin turbochargers and all produce exactly the same amount of CO2 and will go the same distance on a gallon of fuel.



In the saloon, that means 62.8 mpg on the combined cycle (4.4 l/100km) and just 119 g/km of carbon dioxide. The figures for the SportWagon estate and convertible versions are slightly worse at 61.4 mpg (4.6 l/100 km) / 122 g/km and 54.3 mpg (5.2 l/100km) / 137 g/km respectively, but they’re still impressive.



As well as a recalibrated engine management system and improved fuel injection, the efficiency improvements are the result of tweaks right across the car. These include optimised gearing, fitment of low rolling resistance tyres, an intelligent alternator that recognises when battery charging isn’t required, improved aerodynamics and reduced weight. Some of those measures will also appear on the petrol 9-3 line up, benefiting fuel consumption and CO2 emissions.



The 2011 9-3 gets additional specification, too. All models now come with Bluetooth connectivity and heated front seats as standard and, to make sure the best economy figures are achieved, there’s also a gearshift change up indicator.



Saab itself admits that the personality of the 9-3 was watered down under GM ownership, and it’s promising the next generation will redress that. But meanwhile, with revamped engines and extra equipment, it still measures up as a worthwhile choice for individualists who don’t want one of the more predictable premium compact alternatives.

Saab 9-5 range expands

The Saab 9-5 might never have gone on sale, had GM’s disposal of the company to Spyker Cars fallen through. But luckily the transaction was completed because, like the Jaguar XF, the 9-5 offers a refreshing alternative to the usual German suspects in the mid-size luxury saloon segment.



Now, two months after its launch, Saab is expanding the range with a couple of new engines for the 9-5.

The first of these, and probably the one that’ll be of most interest to European buyers, is the 2.0TTiD diesel. Using sequential twin turbochargers, it produces 187 bhp (139 kW / 190 PS), and joins the existing 157 bhp (117 kW / 160 PS) single turbo version in the line-up.



Typically for a diesel, the key to the new engine’s performance is torque. And the 2.0TTiD doesn’t disappoint, with 400 Nm on offer from just 1,750 rpm. A 0-62 mph (100 km/h) of ‘under nine seconds’ suggests it’s no rocket ship, but the real benefit of that 187 bhp is probably going to be felt in the mid-range where, in normal driving, it’s most needed.



Unfortunately, Saab hasn’t published any figures to verify that, but it is saying the 2.0TTiD will do 47.1 mpg (5.9 l/100km) while emitting 159 g/km of CO2. Respectable enough, but not class leading.



The BMW 520d Saloon, for example, gets similar performance from its 181 bhp (135 kW / 184 PS), yet it manages 57.6 mpg (4.9 l/100km) and pumps out an astonishingly low 129 g/km of carbon dioxide.



Things look a bit better for the Saab when it’s compared against an Audi A6 Saloon equipped with the 2.7 TDI engine, which also generates 187 bhp. Fuel consumption and emissions are slightly worse in the Audi, however a 0-62 mph (100 km/h) time of 7.9 seconds hints that it’s a quicker car.



The arrival of the 2.0TTiD, which is available in Vector SE and Aero trim levels, also means Saab’s XWD all-wheel drive system can be specified with diesel power for the first time. UK on the road prices start at £28,495 for the 9-5 Vector SE 2.0TTiD, rising to £33,700 for the 9-5 Aero 2.0TTiD XWD.



The second new engine, the 1.6T, plugs a gap at the bottom of the 9-5 petrol range. Part of Saab’s ’rightsizing’ strategy, this unit only has a 1.6 litre capacity, which is unusual for this class.



Nevertheless, it produces a healthy 177 bhp (132 kW / 180 PS) thanks to a turbocharger with an overboost function. This allows it to accelerate from 0-62 mph (100 km/h) in 9.5 seconds, but with fuel consumption of 36.2 mpg (7.8 l/100km) and CO2 emissions of 179 g/km, it’d be hard to justify over one of the diesels.



Available only in Vector SE spec with two-wheel drive and a six-speed manual gearbox, it’s priced at £26,695.

Cadillac back in Europe

Cadillac is planning a return to Europe, after previous Dutch-based importer Kroymans got into financial difficulties following a collapse in demand for new and used cars.



GM Europe is doing it in-house this time around, though.  A new organisation, Cadillac Europe, has just been set up to take care of importation, distribution and marketing.  It will operate only in key markets, but those markets have yet to be revealed.



The range is to be presented at March’s Geneva International Motor Show.  The striking CTS Sport Sedan, familiar from the Kroymans era, will be the core model.

It will be joined by the distinctive CTS Coupe.  This brand new model is due to begin sales in North America this summer, with a European on-sale date scheduled for the autumn.  Both Sedan and Coupe will be available in high performance CTS-V specification, powered by a 556 bhp 6.2 litre V8.

The third member of the CTS family is the Sport Wagon, which is expected to cross the Atlantic in time for the 2011 model year.

Environmentalists will be delighted that the Escalade Hybrid is to also make it to Geneva.  Powered by an electric motor as well as its 6.0 litre petrol V8, Cadillac is claiming its Two-Mode Hybrid System reduces fuel consumption by 40%.



Sounds great, although the standard vehicle’s thirst for fuel should mean that even after such a big improvement economy will still be relatively terrible.  It’s doubtful that G-Wiz owners will rush to trade-in.

So what are Cadillac’s chances of success in Europe?  Stating the obvious, its big challenge is to persuade buyers out of the established competition.  For instance, how readily are drivers going to swap their Jaguar XF, BMW 5 Series or Lexus GS for a CTS?



Some will certainly value the exclusivity that comes with a low volume brand.  The driving experience of the CTS shouldn’t be too bad, helped by it having either rear or all-wheel drive, and equipment levels will doubtless continue to be attractively generous.



But three key issues could mean Cadillac struggles.

 

The first concern is how to avoid catastrophic depreciation.  Unchecked, residual-based leasing costs will be totally uncompetitive, putting most business users off pronto.  During its earlier forays, Cadillac’s resale values didn’t have the best reputation in the UK market.  This is ably demonstrated by a UK franchised dealer currently trying to offload a CTS 2.8 V6 Sport Luxury with only 25 miles on its odometer.  The asking price?  Just under £20,000.



The second problem is the lack of a diesel CTS, a critical omission in the European market.



The third matter is more subjective: image.  Cadillac has always been a bit of a mystery for Europeans, with perceptions of a typical owner usually focussed on two extremes - the octogenarian retiree bumbling about in Florida, and the pimp using his car for business purposes.  Neither is particularly appealing.



All hurdles that mean it’s somewhat ironic that GM is now trying to establish a luxury brand in Europe, given it is still in the throes of disposing of Saab.  At least it’ll have plenty of mistakes to learn from.