The interior is also where you find more Saab-isms.those things that only Saab does among volume-production machinery.   These include the ignition switch adjacent the shifter, carried from locales where you have to leave the car in its lowest gear when parked, and the night panel switch that for minimum distraction darkens the dash except for the speedometer's 0-90 range and lights up gauges or warning lights only if needed.   Others are picking up on some other Saab characteristics, including the joystick vents that allow adjustment of both axes simultaneously, the speedometer that changes gradations above 90, and the split-element right side mirror with a very wide-angle section to minimize head movement and blind spots.  

All business, the black dash with well shaded, clearly labeled white gauges and switches arcs gracefully around the driver, like your shoulder became the pivot point for the designer.   Immediately ahead are the usual instruments with an added boost gauge many turbos (both high performance and otherwise) leave out.   On one hand you may hear the turbo when its on boost (at low speeds with the radio off) and sensitive behinds will feel it, but for everyone else the visual cue is a good idea; first, its better to avoid lots of boost until the engine is fully warmed up and second, using lots of boost means less-than-economical driving.   Dash lighting is all green for the least fatigue over long night drives.  

A proper-size tilt/telescoping steering wheel offers a good view, and ancillary controls are all well placed and thought out, the one exception being the stability control defeat.   If you want that off or dialed back, as you might trying to find traction in snow or a spirited drive down a road you like better than the car, you have to use the steering wheel buttons to scroll through the Driver Information Center menus to switch it.  

At good height in the dash is the (optional) navigation/audio system, a touch-screen shared with some GM product.   And in this case shared with Cadillac is good because the touch-screen system works well and provides redundant means to various functions that speed the learning curve.  

Below that are a few switches and a pop-out cupholder, then a conventional three-ring layout for dual-zone climate control.   Be warned whatever latte or cola spills from that cupholder will make those controls gooey.   At the bottom of the dash is a cubby area with non-skid bottom, and the glovebox release is on the left side for easier driver reach.  

The seats are plump and supportive, with a pocket at the leading edge; some taller drivers report the seat cushion has a bit too much support in the middle and not enough at the leading edge.   With power adjustment and the movable wheel finding a good driving position is simple.   The shifter is easy-to-reach (wheel paddles on some automatics) and the parking brake is disguised as a grab handle on the left side of the handle; keep your digits away from the ends that become pinch points.   The sport seats fitted to sportier models are wholly appropriate but still look like they belong in a luxury car and not a race car.  

Rear seats are also accommodating, though the compact exterior dimensions dictate that three adults should be limited to short trips.   Reading lights, fold-down rear seat and pass-through are all here, as are jacket loops on the assist handles.  

The sedan's 15 cubic feet or trunk space is good for this class, and loading fairly easy.   With the top up the convertible manages 12.4 cubic feet and top-dropped it is 8.3, still plenty for a road trip.   Behind the rear seat and under cover the SportCombi has 30 cubic feet, behind the front seats 70 cubic feet of space.   Lift a substantial T-hook and you'll find space for smaller bits and pieces under the floor.