Though based on General Motors' GMT360 SUVs, the 9^7X manages to be convincingly premium in most respects - and even Saaby in some. Certainly, it is less expedient than, say, Infiniti's QX56.

As Saab in 2003 becomes the U.S. market's fastest-growing European nameplate, it is hungry for more product to continue its growth. The 9^4X is, at the time, five years away, largely due to Saab owner General Motors and partner Fiat parting ways, thus stunting a shared product development process.

Yet 39% of Saab drivers in the U.S. have an SUV in their households, and 28% have left the brand to purchase one. By 2006, Saab figures, Americans will buy 470,000 premium SUVs per year. Thus does the 9^7X debut, in 2004.

With the advent of the 9^4X crossover/ SUV for 2009, the Morraine, Ohio plant which builds the Saab 9^7X (and sisters Chevrolet TrailBlazer and GMC Envoy) will be shuttered by the end of 2008.


Introducing the 9^7X, Saab President and CEO Peter Augustsson notes Saab-specific body panels and soft-touch interior, and refers to the "comparative advantage" of being part of General Motors, talking of how Saab engineers have "tailored" the GMT360 midsize SUV platform to fit their needs. Meanwhile, the New York Times logs several complaints from readers that the 9^7X's optional, 300-horsepower V8 (which makes this Saab's first 8-cylinder model) will produce "heavy CO₂ emissions" and will represent a "cumbersome antithesis of Saab's ethos."

Riding a full inch lower than its GM brethren, thanks to a multi-link rear air suspension, the 9^7X features a cockpit console angled toward the driver. All-around ventilated disc brakes are standard, along with GM's 275-horsepower 4.2-liter inline-6 - an excellent engine, and a rare, balanced configuration among SUVs. Saab also adds a rollover sensing system and head-curtain side airbags.

The rear end gets a larger stabilizer, as does the A-arm, coil-sprung front suspension, which also receives the benefit of stiffer upper control arm bushings. Quicker, 18.5:1 steering rack; dampers, and suspension geometry are all Saab-specific, while Saab cites its bespoke P255/55 R18 Dunlop radials as being developed for the purpose. Saab executive director for future products Kjell-Ake Eriksson emphasizes the vehicle's "minimal body roll and firm but subtle, quiet ride."

Running 0-62 mph in between 7.8 seconds and 8.9 seconds, 9^7X offers DVD navigation and adaptive headlights.

Luggage space stands at between 41 and 80 cubic feet.


Why could Saab not have used the Sigma platform, on which Cadillac's more car-like SRX sits, for the 9^7X? Liz Kim of Autosite writes that it "escapes logic.

"Given the fact that Saab is a premium brand that has traditionally appealed to well-educated buyers interested in taking the path less traveled, aligning the 9^7X with a run-of-the-mill Chevy spells suicide to us.

"We guess the folks at Cadillac had a hissy-fit when Saab came calling for the SRX's skeleton, just like Subaru did when GM forced the 9^2X upon the WRX wagon.

"But this time around, Cadillac won" ('Preview: 2005 Saab 9^7X, Liz Kim, Autosite, April 7^th, 2004).

It might also be argued that it would have been a mistake for General Motors to usurp from a Cadillac that has just begun to stretch its legs again. Recall, for isntance, that Ford stole away the Lincoln LS' platform for use in the Jaguar S-Type, only to kick the hapless Lincoln out of the Premier Auto Group.