The Saab 9-4X will be Saab’s first crossover, although GM rebadged a Chevrolet TrailBlazer as a Saab 9-7x several years ago.
Saab says a front-wheel-drive non-turbo model can sprint to 60 mph in about 7.9 seconds and sips fuel at an average of 20 mpg combined.
Saab will offer the 9-4X Aero with a turbocharged 2.8-liter, 300-horsepower V6, the same engine that is also optional in the SRX. Saab says to expect combined driving to net around 18 mpg.
Saab’s all-wheel-drive – dubbed XWD – will be standard on the Aero and optional on the base Saab 9-4X. It adds an electronically-controlled rear limited-slip differential called eLSD capable of splitting up to 50 percent of torque between the rear wheels. The tailgate features another ice block-style light cluster running horizontally below the windshield.
Aero versions have mesh grille inserts, fog lights, xenon high-intensity-discharge headlights and 20-inch alloy wheels. Saab's signature air vents employ a joystick-like knob for directional airflow. The three-spoke, leather-wrapped steering wheel has standard cruise and audio controls. Vinyl seats and faux wood trim are standard. Genuine leather, heated and cooled front seats and faux carbon fiber trim are optional.
Rear climate control and heated rear seats are optional. The larger RX, meanwhile, has 40 cubic feet.--The Aero has a turbocharged 2.8-liter V-6 with 300 hp and 295 pounds-feet of torque.
Power in the uplevel Aero comes courtesy of the same 2.8-liter twin-scroll turbocharged engine that Cadillac recently discontinued on the SRX due to low consumer interest. The Aero matches the new X3's horsepower, but falls short by five torques. That power is routed through a standard six-speed automatic, reaching the road through all four of the Aero's attractive turbine-style 20-inch alloys (lesser models make do with 18-inchers). Non-Aero 9-4X models will make do with a 3.0-liter, normally aspirated V6 offering 265 horsepower (at a sky-high 6,950 rpm) and 223 pound-feet of torque (at a dizzying 5,100 rpm), available in either front- or all-wheel-drive guise. Sadly, only fully optioned 2.8-liter models were on-hand during the launch event, so we'll have to wait to return our verdict on the standard Saab 9-4X. Given that the 2.8-liter feels on the healthy side of adequate, we're guessing the standard model won't make many enthusiasts' shopping lists.
Aero models make further overtures to enthusiasts with their DriveSense variable-effort steering and damping settings. Utilizing the touchscreen, drivers can choose 'Comfort' (default), 'Sport' (quicker throttle response and shift schedule, stiffer dampers and firmer steering), or 'Eco' (tardier throttle responses, quicker upshifts). Thanks to the 9-4X's stout chassis, our drive time revealed that Trollhättan's tuners have been able to bake-in good ride compliance without sacrificing body control. We do wish, however, that we could individually alter the various parameters in DriveSense, a functionality that Saab officials assure is coming after the short 2011 model year.
On the efficiency front, fuel economy for the 9-4X Aero chimes in at 15 city and 22 mpg highway (base front-wheel-drive models tally 18/25 ratings), which trails class leaders a bit – no doubt due to the Saab's larger footprint and heftier weight, but at least it's possible to haul around more stuff.
Speaking of more stuff – there's no shortage of standard equipment in the top-level Aero trim. Base, front-wheel-drive 9-4X models start at a much more modest $34,205, meaning that no matter how you slice it, the Swedish offering is cheaper than its less dynamic peer from General Motors.
