2009 Saab 9-7X May Be an Investment for the Future

January 4, 2010
If you are into collecting, need a new SUV and want to save some money, then you may just want to take a look at the 2009 Saab 9-7X. Introduced only three years ago, the 2009 model is likely to become a classic in the not-too-distant future. If you can still find one, the 9-7X, which really has more in common with standard General Motors mid-sized SUV design than with anything truly Saabian, will still be a good find for the reasons stated above, plus one more.

The final reason for this is obvious. Saab is no more. Last minute negotiations with Dutch automaker Spyker late last year failed to keep the Trollhatten subsidiary of General Motors alive and the result is that once the current crop of Saabs is gone, they'll be gone for good (there may be some clones from China, but Beijing Automotive is reportedly only buying certain features and leaving the rest alone and no one has identified exactly that Saab technology they are buying).

Brief Lifespan

During its brief lifespan, the 9-7X was an interesting vehicle. It's true that GM tried to move the ignition onto the center console between the front seats to give it the true Saab feel, but that really didn't quite do the truck. The cockpit-style instrument panel, common on Saabs in the past, did make the 9-7X feel more like a Saab but when you stripped away all the trappings you still had a good old GM mid-sized SUV underneath.

It was, albeit, a good SUV with a comfortable ride, good road manners and very predictable handling. In other words, it was a nice vehicle, but had very little to make it stand out from the crowd, other than the Saab badge and bright work. But, that's what makes this an interesting machine down the road a few years.

Because this is the very last of a limited edition to begin with there were only three trim levels, 4.2i, 5.3i and Aero (introduced in 2008) they should start appreciating within a relatively short time.

Or to put it another way. When then Dodge Charger first appeared the real Chargers of the muscle car wars of the 1960s they weren't terribly expensive cars. You could spend a small fortune on them to make them go like scalded flies, but, if you just wanted a box, stock Charger you could have had one in 1968 for around $2,200. Today, that same vehicle, in good condition, will go easily five or six times that much, simply because they aren't being made anymore.

Likely to Appreciate

The same can be said of the 9-7X. It is true that it is a much more expensive vehicle lists were in the $40s, but with fire sale pricing, you can if you can find one save substantially and get a high-line style vehicle for as little as $28,000 or $29,000 a full $15,000 savings over some models. Now, give them 10 or so years to mature and you'll probably not only get your investment back, but you'll also make a little profit.

This stands to reason because in this instance it's a simple case of supply and demand. And, there's one thing about Saab aficionados when they like a model that model can do no wrong and it is likely to be the case with the 9-7X.

After all, it is a proven design, shared across the corporation. At one time, it was the bread and butter SUV for Chevy, Pontiac, Buick, Oldsmobile and, even, the import Isuzu. It was a well-developed design that sat five in comfort. There was no provision for third-row seating so you can tell it was an older design.

Proven Design

Because it was an older design, all of the bugs were gone and what was left was a pretty good vehicle that, as noted, handled well and performed surprisingly well. For instance, the 4.2i featured the inline corporate six-cylinder that cranked out 290-horsepower. No, there was no turbo version of this powerplant, so you can tell it wasn't a true Saab, most of which were turbocharged, but this six did give a good accounting of itself with 0 to 60 times in the upper-11s to mid-12s. The 5.3i, based on the 5.3-liter V-8 cranked out 300 horsepower and lots more torque and moved the performance back into the low-11s. The Aero, built around the corporate 6-liter V-8, was the class act of the three and cranked 390 horsepower and 375 pounds-feet of torque, moving the performance curve into the 10s, easily.

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