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Please forgive the cross post (NG900 BB and 9-3BB) but this really applies to both BB.
Now that our 2005 9-3 Aero convertible has a couple thousand miles and a few long trips under the tires, I feel I can do an honest comparison between the NG900/9-3 and the new 9-3SS.
First of all, the 9-3SS chassis is much stiffer than the NG900. At the same time the independent suspension makes the ride with the Aero’s 13mm lower suspension and 225/45-17 tires almost as smooth as my NG900’s 205/55-16 tires. Even though the 2005 Aero has a curb weight of 3700 lbs compared to a curb weight of 3300 lbs for my NG900, the turn-in and steering response feel lighter and crisper in the Aero. Saab really did a great job on the new chassis. The handling response is confidence building, even the vehicle is pushed hard.
The Ecotec derived 2.0L engine is smooth and has bundles of low end torque. There is nearly zero perception of turbo lag. The Trionic T8 engine management system really works well to deliver lots of power everywhere in the RPM range. I was surprised that the Saab quoted 210 HP and 221 Ft-lbs in the Aero feels very close to the dynoed 230 HP and 250 Ft-lbs in my modified NG900. The Ecotec derived engine has the exhaust facing the firewall, with the intake towards the radiator. The boosted air travels from the turbocharger under the engine, through a cross flow intercooler and then to the intake. The boost control valve, turbo wastegate, and the intake throttle body are all electronically controlled by the Trionic T8 system. I suspect a performance ECU program will find its way into the Aero after the warranty period.
The 5-speed manual transmission is fairly precise, with short throws and a smooth action. It is not as crisp as a Miata, but it is much better than the NG900/9-3 manual transmission. The shifter seems to be located a bit too far to the rear of the cabin for my taste. You can actually shift gears without removing your arm from the arm rest. For those with long arms, your elbow can bump into the seat bolsters when shifting. The clutch take-up is a bit abrupt; a more linear take-up would be nice. The clutch engages at about the half travel point of the pedal which is good, but it seems that the engagement only takes about 2” of the 8” pedal travel. The rest of the pedal travel is just wasted movement.
The interior materials and “fit and finish” are pretty traditional Saab. The vinyl is a bit plusher and softer than the NG900/9-3, with a padded backing. The use of some hard plastic inserts on the interior door panels is a little odd, but works OK. The two tone leather seats in the Aero offer a nice accent.
We opted for all the options except automatic transmission or navigation system. The ‘electronic gadgets” like Xenon headlights, rain sensing wipers, 13 speaker stereo, rear park assist, auto dimming rearview mirror with compass, under door mounted courtesy lights, etc. all work as advertised. The side mirror positions, as well as the seat position, are saved in the seat memory. As a package, the electronics add a lot of luxury and convenience to the 9-3SS. As far as comfort goes, the Aero seats are GREAT! On the downside, the driver and passenger foot wells are cramped and not much bigger than the NG900/9-3. There is no “dead pedal” for the driver’s left foot, though the other pedal positions are fine. The steering wheel telescopes and tilts, making it easier to find a comfortable position. The steering wheel mounted audio controls works well, however I understand that the telephone controls may not work with all phones here in the US. Thankfully “OnStar” is not offered in the 2005 9-3 models due to a compatibility issue. (I believe I read that OnStar is an analog cell phone system and the 2005 phone system is set-up for digital cell phones only.)
For those considering the convertible version, Saab did have to sacrifice 4-6 inches in the rear seat width and legroom to allow the convertible top to fit. This is pretty much in keeping with the losses in rear seat room for the NG900/9-3 convertible as well. For some WOW factor, the super taut triple insulated convertible top lowers and stows away under the tonneau cover in just 20-seconds, with no latches to mess with. I have friends with C900 and NG900/older 9-3 convertibles, and their cars are not as quiet as the new 9-3SS convertibles. The top on the new 9-3SS convertible is very beefy/thick with lots of sound insulation and the new 9-3SS seems to have more sound damping in the floor pan. Saab also added a 6th convertible top bow that helps keep the top more taut and therefore reduces wind induced noise.
The 225/45-17 Pirelli P6 "Four Seasons" tires that came stock on the 9-3 Aero convertible are a fairly quiet, though a mediocre performing tire. For 2005, Saab specifies 93 or 94 load rated tires for the 9-3SS and convertible. This is not a problem in the standard 215/55-16 tire size, but limits the choices in the 225/45-17 tire size.
In all, our 2005 9-3 Aero convertible is better in pretty much every way than the NG900/9-3. I might even consider one myself when they offer a hatch or wagon version, though I think I will hold out or the new generation 9-5 Aero wagon when the time comes.
REM in Seattle
2005 Saab 9-3 Aero Convertible; 5-speed; 2600 miles
1998 Saab 900SET; 5-door; Automatic; 75,000 miles
1984 Saab 900T; 3-door; 5-speed; 242,000 miles (RIP)
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