Prime packages include the 2. As do the bolstered seats with the black inserts. Which is pretty fantastic if you ask me. I have had both a 2006 2. The only disadvantage of the Aero may the firmer suspension on bad roads and the higher thirst for fuel. On the road the new 9-3 Aero 2.
The sophisticated control strategy is designed to deliver smooth performance in all driving conditions. Looking around 2k at least to take the dash off to really troubleshoot it. The result is torsional rigidity very close to that of the sedan, while weighing in with 88 lb. The use of two separate inlet tracts, one for each cylinder bank, separates the exhaust gas pulses, improving gas flow, reducing energy losses and raising turbocharger efficiency. Symptoms are a rough idle when cold.
Personally, I like the firm suspension, the power of the turbo V6 and the 6spd manual. It is mounted centrally above the transmission and fed by both banks of cylinders. Cupholders consist of a usable one in the front console, a useless pop-out unit in the dash, and two marginal rear-mounts that deploy from the front of the lower seat cushion. Because it does look different from most wagons. The front and rear are tied together by a crease that extends from the headlamps rearward above the door handles, culminating in the traditional Saab hockey-stick shape at the leading edge of the D-pillar. Smart engine management The 32-bit engine management system, with software calibrated specifically for the Saab 9-3 application, utilizes a torque-based engine control strategy and direct coil-over-plug ignition with a robust engine-mounted control unit. It combines the inherent advantages of a six-cylinder engine - refinement and a rapid throttle response - with the effortless, torque-boosting properties of turbocharging.
The only disadvantage of the Aero may the firmer suspension on bad roads and the higher thirst for fuel. Saab did just the bumpers, wheels, hood, and interior. A die-cast aluminum oil sump is designed to increase structural stiffness and the strong, four-bearing crankshaft is made from micro-alloy forged steel, a specification more commonly seen in competition performance or diesel engines. Careful programming of the engine management software means that under a full throttle load, from take-off or low engine speeds, 90 per cent of maximum acceleration is delivered within one second. The system can also limit torque in low-traction conditions, helping provide confident, sure-footed driving. From its B-pillar forward, the SportCombi is pure 9-3 Sedan.
Although both engines have enough firepower to keep things interesting, the new turbocharged V-6 is clearly the star here. So why not just call it a 9-3 wagon? The fun-to-drive nature of this performance is also matched by an exhilarating engine note that can be heard inside and outside the car. I've driven in cold starts in sleet and snow. The engine is offered in the 2006 Saab 9-3 Aero Sport Sedan, SportCombi and Convertible with a choice of six-speed manual or automatic transmissions. The close-ratio manual gearbox includes duel output shafts to reduce transmission vibration, together with a dual mass flywheel this ensures smooth and refined performance. It gives the new Saab 9-3 Aero a distinctive aural, and visible character in keeping with its position as the sporting flagship of the range.
It can sense changes in engine performance, engine load, road gradient and altitude, quickly finding the right gear without an irritating 'hunting'. Pick-up from tick-over at just 720 rpm is instant, due to the engine's relatively large multi-cylinder capacity. I was totally reliable, fast, fun, excellent on fuel, looked great, I couldn't say enough good about it. By it to love it and run it into the ground. The Aero also has more standard equipment and a firmer suspension. Eventually engine will stop making enough compression to start. For usage guidelines, see the.
A non-locking--but air-conditioned--glovebox, console cubbies, a covered center bin, and pockets in each door provide stow space for smaller objects. Ignition timing, fuel injection, turbo boost pressure, air mass measurement and the throttle setting are all key engine functions controlled by the software. Can be confirmed with a compression test after sitting overnight. Forward thrust is pretty much instantaneous, the twin-scroll turbo coming on at very low revs, in a linear fashion. Smith when he wants to crank the pace up a notch. The SportCombi seats--particularly the firmish but well-formed and highly adjustable front buckets--are made for long-distance cruising.
In top gear, the transition from 50-95 mph can be accomplished in just 8. Both engines have been proven to be pretty reliable. Its white-on-black gauges are easy to read and main function controls are easy to reach, but the center stack is still a button-rich field where a phalanx of switchgear for the sound and dual-zone climate control systems is visually overwhelming, with or without the optional navigation system and its 5. At about 1,000 rpm, the turbo begins to build a massive wall of torque that is already in place by the time the tachometer swings through 2,000 rpm. Torque steer has been largely tamed, and with so much of its peak twist always on hand, acceleration is more a liquid rush than the binary on-off response that plagues many turbo applications.
Transmission choices include a five-speed manual or optional five-speed automatic in the 2. The design ensures enhanced heat resistance under 85 bar cylinder pressures, as well as minimum maintenance costs. The zero to 60 mph dash is accomplished in just 6. The interior layout provides the same no-nonsense approach to driving as the 9-3, especially if you enjoy monotone black trim. I'll throw in my two cents a year and a half later than the last post. The most important point is that the 9-3 5-door lives again.
The four makes 221 lb-ft of twist at 2,500-4,000 rpm and the six hits and holds its 258 lb-ft peak from 2,000-4,500 revs. There is no resale value. A well-engineered unit body made from 60 percent high-strength steel gives the SportCombi nearly the same overall rigidity as its Sedan counterpart. On the road, this translates to a more flexible power delivery and better fuel economy under different engine loads. Both of these free-revving twincammers are intercoooled and boast a broad torque band with minimal lag. This process is taken a step further by the option of steering wheel buttons, which bring gear-shifting right to the fingertips of the driver.