Item: Used Saab 9-5 2010 - 2011
Rating: 2
Author: Steve Huntingford

The Saab 9-5 was designed to compete with the <a href="https://www.whatcar.com/bmw/5-series/saloon/review/n63">BMW 5 Series</a>, but while its roomy interior helped in that regard, the 5 Series is still streets ahead in terms of its interior finish and the way it drives, not to mention the sheer choice that there is in second-hand models available.

The <a href="https://www.whatcar.com/audi/a6/saloon/review/n61">Audi A6</a> is, in reality, a closer match for the 9-5. It has a similar design-led character – and similarly stodgy handling. However, its interior is a lot classier than the 9-5’s and the A6 is both quieter and more comfortable. As a bonus, Audi’s 2.0-litre TDI diesel engine is more or less bomb-proof.

As a Swedish rival, the <a href="https://www.whatcar.com/make/volvo">Volvo</a> S80 should also be on the shopping list of anyone considering a 9-5. It too struggles to match the handling and perceived quality of the best executive saloons, but it has comfort on its side, and was available with a broad choice of engines: everything from a 1.6-litre diesel to turbocharged five-cylinder petrol units.

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Suspension issues are not unknown, and a sharp banging noise as you drive over bumps can often be down to a cracked spring.

The brakes, especially the rear discs, are prone to premature wear and tear, too, so check them carefully for signs of scoring or pitting.

A heavy clutch pedal means the clutch will probably soon need replacing, and that can be an expensive job.

It’s hard to get a good hold on Saab 9-5 reliability because there are so few on the road, but its relationship to the Insignia gives some clues.

The 2.0-litre diesel engine, for example, can suffer from turbo issues. Black smoke from the exhaust is always a bad sign, but sluggish accelerator response - especially above 1800rpm - also serves as a warning that the turbo may need replacing, and this can cost more than £1000.

Excessive engine vibration at idle means that the dual mass flywheel is giving trouble and, again, that’s an expensive thing to fix. It's worth changing the clutch at the same time because it's a gearbox-off job anyway.

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Saloon

Find a good example and Saabs make famously great used cars; they are generally well priced, well equipped and reliable.

The firm was declared bankrupt in 2012, so any used models on the market are now generally old and at the budget end of the spectrum.

Barring collectors’ curiosities, you’ll find the 9-3 and larger 9-5 filling the classifieds, in saloon, estate and convertible variants. Petrol and diesel options are available, and the brand’s long-time link-up with parent firm General Motors means that they were generally well equipped.

Prices vary significantly according to age, mileage and condition, but there are certainly some bargains to be had if you compare what your money will buy you against that of comparable rivals.

SAAB

Saab’s last gasp wasn’t enough to save the company. The 9-5 looks the part, but is a long way off the pace in most key areas.

Used Saab 9-5 2010 - 2011

The 9-5’s frugal diesel engines are a big help to its running costs case. The 2.0-litre TiD 158bhp unit has an official fuel economy figure of 60mpg and CO2 emissions (depending on the version) as low as 125g/km, so road tax costs are reasonable.

The more powerful 187bhp diesel’s 159g/km and 47mpg are also just about acceptable, but the 2.0-litre petrol’s 34mpg and 189g/km tip it over into 'too expensive' territory – for most, anyway.

The most concerning potential costs relate to parts and servicing. Theoretically, EU regulations are supposed to ensure that parts are provided for cars from companies that have gone bust, but they will still be occasionally more difficult to track down, and there will be no main dealer backup for servicing and maintenance.

There are, however, many very good independent Saab experts around, so tracking one of them down should be your priority.

It’s also worth pointing out that the diesel particulate filter (DPF) for the 2.0-litre engines will clog up if the car isn’t driven sufficiently long distances. Regular motorway runs should be enough to heat it up and clear it out, but a more serious blockage may require a DPF replacement.

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Saab’s last gasp wasn’t enough to save the company. The 9-5 looks the part, but is a long way off the pace in most key areas.

It’s probably a reflection of both the car’s rarity and the keenness of Saab enthusiasts that prices for the 9-5 are relatively buoyant.

Even the cheapest version will cost you around £7000. Meanwhile, a well-equipped 2010 2.0-litre TiD diesel with an automatic gearbox could be as much as £9000. A 2011 2.0-litre TTiD diesel with four-wheel drive and lots of options will set you back more than £12,000.

The model range was pretty simple, primarily because it never had time to expand. The basic model used Vauxhall’s 1.6-litre turbocharged petrol engine with 177bhp, but it’s a bit strained in a car this big and heavy.

Better by far is the 158bhp 2.0-litre diesel option, although the rarer 187bhp TTiD diesel (available with optional four-wheel drive) and the 216bhp 2.0-litre petrol turbo have their charms.

There was also a 2.8-litre V6 turbo version, but that’s so rare that it’s not really worth considering.

Realistically, with so few 9-5s ever built or sold, it’s going to be a case of finding the best one you can, rather than setting your heart on a specific model or version. Aero models were the best equipped, although sat-nav was still an option.

Our favourite used Saab 9-5: 2.0 TiD 160 Aero

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<h2>What we're looking for:</h2><ul><li>Effortless long-distance capability</li> <li>Strong standard specification</li> <li>Low running costs</li> <li>Comfortable driving position</li> <li>Comprehensive yet easy-to-use infotainment system</li></ul>

Executive cars are often the choice of company car drivers, so factors such as CO2 emissions (which govern your monthly tax bill) are just as important as cruising refinement for those long motorway journeys, a plush cabin and (whisper it) the image of the badge on the bonnet.

The good news is that there are options for all budgets and tastes. If rear space is crucial and you’re willing to put up with a less-than-premium badge, the Skoda Superb is tough to beat, while if you want a premium badge on the bonnet then the BMW 3 Series is consistently one of our favourites in this class.

And don't think you're limited to just petrol or diesel-powered choices in this class,&nbsp;because at the top end the Tesla Model 3 is well worth considering for its long range and engaging driving style.

Executive

Given the potential trouble in finding parts, you really need to find a Saab 9-5 that has been properly cared for. Theoretically, the fact that it's based on the Vauxhall Insignia should help, and some engine and gearbox parts are interchangeable. However, you won’t be able to get a <a href="https://www.whatcar.com/make/vauxhall">Vauxhall</a> dealer to carry out regular servicing, not least because the Saab’s on-board electronics are different.

In fact, it could be a good idea to get involved with the <a href="http://www.saabclub.co.uk/">Saab Owners Club</a> if you’re really keen on a 9-5, as they’ll be able to help you track down both a good car and the right people to help you care for it.

This second-generation Saab 9-5 was launched at a time when the company was in its death throes. Recently divorced from General Motors and desperately short of cash, it needed the 9-5 to sell in big numbers, but the car failed to tempt many people out of their <a href="https://www.whatcar.com/make/audi">Audis</a>, <a href="https://www.whatcar.com/make/bmw">BMWs</a> and <a href="https://www.whatcar.com/make/mercedes-benz">Mercedes</a>.

Under the skin, the 9-5 owed a lot to the <a href="https://www.whatcar.com/vauxhall/insignia/hatchback/review/n17370">Vauxhall Insignia</a>. While Saab engineers made changes to the suspension in an effort to give the 9-5 a unique character, the result is a ride that’s pattery and unsettled at all speeds.

Don’t think that the comfort sacrifice means you get agile handling, either. The 9-5 leans over dramatically in corners and swiftly runs out of grip. On top of this, the steering is inconsistently weighted and constantly vibrates in your hands.

You also have to put up with a lot of wind and road noise on the motorway, and things aren’t much better at lower speeds, where the diesel engines sound coarse.

More positively, there’s masses of leg room in both the front and the back, but the sloping roofline means rear head room is surprisingly tight for those over six feet tall.

There are some typically Saab touches, such as a digital speedometer that mimics a fighter jet’s heads-up display and the fact that the ignition key slot is between the front seats. Unfortunately, the interior plastics don’t feel sufficiently premium, and the dashboard is overloaded with fiddly buttons.

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Used Saab 9-5 2010 - 2011 review

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Wondering what the best used Saab 9-5 2010 - 2011 is for your money? The expert What Car? review team can help you out.

The model range was pretty simple, primarily because it never had time to expand. The basic model used Vauxhall’s 1.6-litre turbocharged petrol engine with 177bhp, but it’s a bit strained in a car this big and heavy.,Better by far is the 158bhp 2.0-litre diesel option, although the rarer 187bhp TTiD diesel (available with optional four-wheel drive) and the 216bhp 2.0-litre petrol turbo have their charms.,There was also a 2.8-litre V6 turbo version, but that’s so rare that it’s not really worth considering.Realistically, with so few 9-5s ever built or sold, it’s going to be a case of finding the best one you can, rather than setting your heart on a specific model or version. Aero models were the best equipped, although sat-nav was still an option.Our favourite used Saab 9-5: 2.0 TiD 160 Aero 

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Used Saab 9-5 2010 - 2011 review

Saab 9-5 2.0 TiD Vector SE Auto Euro 5 4dr

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