New Territory

General Motors Corp. goofed big time last year when it rushed a thinly disguised Subaru WRX into the Saab Automobile lineup as the first major volley in an initiative — deemed vital to profitability — to increase Saab sales.

The resulting 9-2X sport wagon, which carries over the majority of the downmarket Subaru's interior, has been an utter failure.

That product-development mistake seemed destined to be repeated this year with Saab in line to get the all-new '05 9-7X midsize SUV from GM's GMT360 platform, which already has spawned vehicles for five brands.

The body-on-frame platform is aged — it debuted in 2001 — and never has been regarded as the segment leader for ride and handling. Furthermore, the 9-7X's competitors typically are smaller and predominantly use car-like unibody architectures.

The 9-7X will not convert critics of GM's stewardship of Saab, but it is an admirable effort to make a stale platform seem fresh.

The all-wheel-drive 9-7X is more differentiated than any of its GMT360 siblings. It is longer and wider than the Chevy TrailBlazer and GMC Envoy. The 9-7X's platform is lowered 1 in. (2.5 cm). With an overall height of 68.5 ins. (174 cm), the 9-7X is not as tall as the Jeep Grand Cherokee and Volvo XC90.

Additional braces have been placed between the cross members and frame, front anti-roll bars are larger, spring and shocks are firmer and the brakes are larger. To improve response, Saab stiffened the steering mount, decreased the steering-gear ratio and revised the shock absorber settings.

The heavy chassis revisions mean body roll is reduced significantly. Braking response is magnificent, and brake dive is practically nonexistent. Control and confidence ooze through the brake pedal.

Steering is tauter but remains vague. It lacks the feedback and precision expected of a Saab, or any vehicle in the 9-7X's price range. The Linear base model is $38,990, while the up-level Arc begins at $40,990, notably a price region already patrolled in GM's midsize SUV lineup by the Buick Rainier.

The 9-7X's two engines also are offered with GM's other midsize SUVs: GM's 290-hp Vortec 4.2L inline 6-cyl. is standard. The optional 300-hp Vortec 5.3L OHV V-8 is outfitted with GM's Displacement on Demand cylinder-deactivation system.

The fine engine lineup — though neither is true to Saab's turbocharging heritage — delivers segment-competitive horsepower ratings. Given the additional cost and the already high output figures of the naturally aspirated engines, GM decided against a turbocharged engine of any stripe.

Both engines, unfortunately, are mated to a 4-speed automatic transmission that works well enough, but with Euro-badge rivals now gunning with 5-, 6- and even 7-speed auto-shifters, the 4-speed hardly sends the message of “cutting edge.”

The interior represents the best styling differentiation of all the GM midsize SUVs. Even casual consumers will notice longstanding quirky Saab features.

These include the ignition switch located between the two front seats. But another significant Saab trait — the cool, jet fighter-inspired Night Panel button that extinguishes nearly all interior lighting for optimum night driving — is absent.

There are disturbing traces of GM's SUV DNA everywhere. The black, rubbery stereo and climate control buttons look too inexpensive for a luxury vehicle. The seats, while comfortable, appear to be no better than a TrailBlazer's.

Saab hopes to sell 7,000-10,000 9-7Xs annually. And it probably will, just by corralling Saab diehards who have outgrown the brand's passenger-car lineup. But the 9-7X is not so strong on its own that consumers will stampede Saab dealerships.

That role might be filled by the 9-6X, a promising cross/utility vehicle based on the impressive Subaru B9 Tribeca (see p. 43) due to hit the market next year. Sales of the 9-7X got under way in May.