Saab 9-5 TiD4 160 CV, first drive

Having learned that the Swedish brand would be in good hands, we couldn’t wait to get a first taste of its first production model. While it’s true that it was born at General Motors, it is with the new Saab that it has really taken shape over these past few months. With this model, the aim is to reach a 10% market share in its segment, something it has the arguments for, according to what Manuel Alcázar explained to us.

From the outside, the car is truly eye-catching, special and unique in its segment, with lines and features rarely seen before, offering additional exclusivity for the buyer, beyond the German, French or Japanese brands. Its rounded lines, integrated blue-coloured LED lights and that touch of distinction make the Saab 9-5 a car that, without a doubt, deserves a place on the list of “next purchase”.

The driving position is very comfortable, although the head-up display is not for everyone and, while the range of adjustment is wide, if the seat is set too high or too low, the display may not be fully visible. The dashboard is much more modern than previous ones, although it keeps the car’s classic styling. The grille of the instrument panel gives it a retro feel.

The front and rear seats are both quite spacious, with grey leather seats featuring fabric inserts, very ergonomic and comfortable. However, what stands out most is the 515-litre boot, with a highly recommended option: the U-shaped guides, which hold any object in place to prevent it from sliding, regardless of its size.

Driving impressions, dynamic test

In no more than 30 minutes you can note many things about the car, but finding a flaw is more difficult. The engine tested is the entry-level one, the cheapest, but it still makes an impression. Although it would seem like it should be enough to move a car 5 metres long and over 1,700 kilos, it isn’t quite so, and the engine feels relaxed and somewhat sluggish. Let’s not forget it’s a diesel: if you floor it, you’ll get power, but it won’t surprise you with its pull. Torque reaches 350 Nm at just 1,750 rpm, delivering the 160 CV at 4,000 rpm. It takes just under 10 seconds from standstill to 100 km/h, emitting 139 g of CO₂ per kilometre, which corresponds to a registration tax of 4.75%.

At the wheel, the steering feel could not be better. Smoothness is transmitted from the wheels to the gear lever, with long, comfortable gear ratios suited to the type of car. The gearbox has a long throw and is not especially quick, but the gears engage with great ease. With the manual gearbox, the combined consumption on this engine is remarkably low: just 5.3 litres, although the automatic exceeds 6.

Looking at the road, the head-up display is a marvel. Without taking your eyes off the road, simply looking at a dark background, speed and navigation data (where applicable) are clearly visible. Apparently it is not a projection onto the glass, but a reflection of a screen located on the dashboard that makes this possible. It is an essential feature and, although I had tried it before, I realised how much it makes driving easier.

The stability surprised me pleasantly, especially given how lightly it took corners, yet at no point did it put a foot wrong, and its composure translated perfectly into the driving sensations: it was capable of taking a corner more or less quickly and rolling very little, that is, almost imperceptibly. And although it is not solely responsible, the suspension has much to say about this. McPherson struts at the front and a multi-link rear axis with four H-arms are responsible for the very comfortable and safe ride for passengers and a slightly more entertaining drive for the driver.

I was left wanting to try the DriveSense (optional), an adaptive control system (already offered by several brands) that adjusts the steering, pedal feel, damping, axles and other car parameters, with 3 modes: Intelligent, Sport and Comfort.

Another system I could not test in full, although the unit I drove had it, was the Bi-Xenon Smartbeam headlights, with 4 automatic modes (urban, rural, motorway and adverse conditions) detected by the car’s own sensors. There is no need to switch from dipped to full beam; the car does it for you.

Engines, trim levels and price

Available in several engine options (2 diesel and 4 petrol), it covers a wide range of outputs, from 160 CV (2.0 TiD4 version) up to the 300 CV of the 2.8T Aero XWD. There is a variety for every taste, although we dare say the best-selling engine will be the 190 CV 2.0 TTiD. There is even a 2-litre turbo engine called BioPower that produces 220 CV and offers more economical, frugal consumption.

As for trim levels, there is a choice: Linear, Vector and Aero, with the first being the most basic and the last the most complete. The price difference between the first two is 2,000 euros, and between the second and third, 2,900 euros. The price of the lowest trim for each engine is shown below. Note that not all trim levels are available for every engine:

• Saab 9-5 1.6T 180CV Linear – 35,500 euros
• Saab 9-5 2.0T 220CV Linear – 37,000 euros
• Saab 9-5 2.0T BioPower 220CV Linear – 37,500 euros
• Saab 9-5 2.8T 300CV Aero – 58,000 euros
• Saab 9-5 2.0TiD 160CV Linear – 35,500 euros
• Saab 9-5 2.0TTiD 190CV Linear – 39,000 euros

Photos | Javi Vicente