From the new 9-3, you can still see the pursuit of unique character. Although the exterior shape becomes more mainstream (I’m afraid the "ugly equals to unique" theory of Saab 900 can no longer work today), once you enter the cockpit you can easily recognize it as a Saab. The jet-fighter-style dashboard and console remains in the tradition of Saab. The Swedish also distinguish themselves from German rivals by placing ergonomics in first place. To prevent from distracting driver's sight from the road, Saab positions the display of trip computer at the bottom edge of windscreen and mounts the most frequently used controls high at the dashboard.  

Although 9-3 is neither the biggest nor the best built junior executive car, its cockpit is what a good place to be in. The rear seats offer good leg and headroom. Driving position is superbly ergonomical, thanks to endless adjustment and the high dashboard. Seats are superbly comfortable. The visual quality of plastic and trimming is pretty good. With dark leather and "Vector" alloy-effect trimming, the cabin delivers a sense of luxury in the same way as Swedish furniture. 

Like its predecessor, the new 9-3 shares platform with Opel Vectra. GM calls this global platform as Epsilon, which will also give birth to the next Saturn L-series, Chevrolet Malibu, Pontiac Grand Am and Opel Signum. Compare with the old platform, Epsilon is much more sophisticated and by no means a cheap design. First of all, it has a very rigid chassis, with a torsional rigidity of 20,000Nm/degree, even surpassing the already remarkable Vectra. A hydroformed subframe is employed to mount the engine and suspensions, improving chassis strength while reducing NVH. The Epsilon also has good suspensions, with MacPherson struts up front and multi-link at the rear. This compare favourably with the semi-trailing arm setup of the old 9-3. Moreover, the rear suspensions are also mounted on subframe to reduce noise and harshness.  

Saab emphasis that it took part in the development of Epsilon from the very beginning, therefore the 9-3 chassis is tailor-made rather than adapted from Vectra’s. In fact, the 9-3 is longer, narrower and whose wheelbase is 25mm shorter than the Vectra. Its steering employs conventional hydraulic assistance instead of the electro-hydraulic type of the Vectra as an attempt to improve steering feel. Its suspensions are tuned to be stiff laterally and soft vertically, this should improves motorway ride while ensuring good handling in twisty roads.  

On motorways, the 9-3 is really superbly comfortable - it rides smoothly and quietly, so refined that it could be the best choice for long-distance travel alongside Mercedes C-class. Its steering display similar refined manner - well-weighted, precise and free of vibration. It also communicates better with the driver than Vectra, though not good enough to trouble BMW, Audi, Jaguar and Mercedes. 

Push harder, the 9-3 still displays well-mannered handling. It handles much better than the old 9-3 Viggen. Admittedly, this is a pointless comparison, because the Viggen was one of the worst cars AutoZine ever rated (just 1 star when it was new). In fact, the new 9-3 has completely solved the fierce torque steer and wheelspin problems troubling its predecessor. The stronger chassis, the better suspensions and the cleverer Trionic 8 engine management system enable power put down on the ground effectively via the front wheels. Trionic 8, now runs on a 32-bit computer, automatically smoothens power output at sudden throttle opening to prevent from too much power upsetting the chassis. Even in the 210hp Aero model, handling remains smooth and tidy. 

However, it would be very wrong to assume the new 9-3 matches its rear-wheel-drive and 4-wheel-drive rivals in handling. If you push it too hard, it won't display the same level of body control and mid-corner adjustability as its rivals. That said, Saab 9-3 is good to drive, but not designed for the most demanding drivers.  

However, if we take the engine into account, the new 9-3 makes a lot of sense to keen drivers. Given a limited budget, your best choice of junior executive car could be either an entry-level BMW 318i, an Audi A4 1.8T or Saab 9-3 2.0t with 175 horsepower. The Saab is not only more powerful, faster in straight line and stronger in overtaking, but also delivers its power in an extremely refined manner. Light-pressure turbine ensures lag-free throttle response and a smooth power curve. Twin-balancer shafts and rigid engine construction suppress vibration and noise effectively. No other turbocharged inline-4 engines in the world could match its refinement, Audi's included. 

If you remember, Saab is always the expert of turbocharged inline-4 engines. As early as 1985 it was already mass-producing a 2-litre four with twin-cam 16 valves, twin-balancer shafts, turbocharger and intercooler. This family of engines evolved and continued serving all Saab cars, excluding a small portion of 9-5 V6, until today.  

However, what you see in the new 9-3 is a new generation engine. It is based on GM's L850 global four-cylinder family (see various Opel). Still employs twin-cam 16 valves, twin-balancer shafts, turbocharger and intercooler, the main improvement is the rigid yet lightweight all-aluminum construction. No wonder it is so free of NVH. So far, the Lotus-developed L850 has been appeared in normally aspirated form only. Saab's engineers are the first to turbocharge it. This requires a new cylinder head, a Garrett turbocharger, an intercooler and the aforementioned, very advanced Trionic 8 management system. In entry-level form, the turbocharger runs at a boost pressure as low as 0.5 bar. This give a modest 150hp output but a useful 178 lbft of torque. To join BMW and Mercedes' confusing badging policy, Saab calls this engine as 1.8t despite of its actual capacity of 1998c.c. 

2.0t represents the same engine runs at 0.7 bar boost pressure. This give it 175hp and 195lbft. In many respect, the 2.0t is the choice of the range. It can top 136mph and accelerate from rest to 60mph in 8 seconds flat. Apart from decisively stronger performance, you can hardly tell the difference between it and the 1.8t. In other words, same smoothness and refinement. 

On the top of the range is Aero. Again, it uses the same 2-litre engine but a more powerful Mitsubishi turbocharger enables maximum boost of 0.85 bar, hence outputting 210hp and 221lbft. The Aero also gets 6-speed manual gearbox and stiffer suspension setup, though poorer ride quality and suspension noise do not match the refined character of the car. However, I do love its sportier look with extra spoilers and skirts. 

Now the junior executive car segment is added with another strong competitor. Whether you choose it over BMW, Audi, Jaguar and Mercedes depends on whether you love the unique character of Saab. The 9-3 is clever to distinguish itself from rivals. Powered by the world’s best turbocharged four, having a comfortable and ergonomic cabin, and a ride quality so refined, the new Saab 9-3 seems to be a sensible choice, if not an emotional one.