While the 2.0T engine makes a quite respectable 210 hp (Audi's new-for-2009 makes just one more) it is the 221 lb-ft of torque at just 2500 rpm that propels the 9-3 so effortlessly.   That's as much torque as some competitor's six-cylinder engines and earlier in the rev band so the 9-3 is no slouch and passing is a non-issue.   Balance-shafts keep it smooth and the automatic transmission is programmed to use the torque rather than downshift and add noise.   The manual gearbox is equally good, the shifter a bit rubbery as Saabs are but never misses a gear and the clutch is light enough for commuter duty; since the turbo comes on above idle speed, stop-and-go traffic doesn't add jerkiness.  

The V6 used on the Aero is a version of the high-feature V6 used in Cadillacs as a 3.6-liter and other sizes in various GM divisions around the world.   Like the 2.0T it is turbocharged and while 280-hp is nothing to sneeze at, again it is the midrange torque (295 lb-ft at 2000 rpm) that makes it such a joy (convertibles are detuned to 273 lb-ft to limit torque steer since they are front-drive only).   The audio soundtrack accompanying it doesn't hurt, either.  

Small by modern V6 standards the 2.8-liter is delightfully smooth and delivers a gentle purr, like a big cat yawing just before it stretches its legs.   With clutch action that's buttery smooth and easily controlled you can idle into motion in traffic or slip it yielding perfect launches, wherein the 9-3 takes off en route to 60 mph in the low six-second range.  

Fifth and sixth gears are fairly close-ratio for high-speed use; it will lope down the highway with ease but also gain speed without needing a downshift.   The only negative noted was revs that hang above idle at relatively low-rpm, closed-throttle shifts.   Since all V6s are all-wheel drive and from a stop engage drive to all four wheels without waiting until wheel slip is detected, the Aero makes best use of its power.  

Front-drive cars manage well with electronic traction control and 60% of the car's weight over the front wheels; Saabs are built and designed not far from the Arctic Circle so they know a bit about snow.   XED cars accelerate and can steer slightly better in the snow, but all-wheel drive does not stop any sooner.  

The all-wheel drive cars use a Haldex system and require no driver action.it's on all the time adjusting power to front and rear axles as appropriate.   On Aero XWD there is an electronic limited-slip differential that can vary 40% of power between left and right rear wheels making the driveline manage some of the yaw damping that would otherwise be left to electronic stability control.   From the seat it feels like the rear tire opposite the direction you are turning is helping to push the car around the bend, so stability control can be (and is) programmed to let the car do the handling work and only step in when you really screw it up.  

On a standard 9-3 there's never any hint the car is relatively tall and narrow, and the ride is mellow but controlled with no bobbing.   The steering is light and easy but not overboosted and vague, the 9-3 going where you point it.   Like anything else in class it understeers, a characteristic most owners will appreciate even if they don't know what it means, and a little body roll keeps everyone aware of how hard you're pushing.   It's a very forgiving car and very easy to drive smoothly and get the most out of it.   Only the turning circle (39 feet for a U-turn) seems out of place for a compact sedan.  

Brake size varies by weight and size but they all stop well and offer good pedal feel.   Antilock and brake assist (which provides full braking effort when needed even if you don't press the pedal to maximum) are standard, and the proper handbrake will hold a decent grade.  

Sport level 2.0T and Aero cars are even better planted with a hunkered down feel that means business, not harshness, an indication of the structure's excellent stiffness.   Despite it being the heaviest the SportCombi is among the most fun because the extra weight is all on the rear wheels, making balance inherently better, and any Aero with the optional 18-inch wheel/tire package (Pirelli P Zero Rosso on our tester-think Porsche, Lamborghini, etc.) the Aero is properly entertaining.   In any of its various trim levels the 9-3 doesn't reset the bar in any aspect, rather it's a balanced product that delivers over a wide range and rides well enough to put away long commutes daily.