In the midst of economic uncertainty from some less optimistic corners of the SA market, GM SA remains upbeat about the situation. “We’ve all been through low times like this before, and we’ve always come through them, better, stronger, and reached new highs. This is no different,” commented senior GM SA representatives at its most recent double-launch.

In fact, the vehicles being launched are themselves an element of proof behind this optimism. Both are from what GM calls its “premium brand” stable, which incorporates Cadillac, Saab, and Hummer. We’re here for new models of the first two brands.

The first day of the launch, was all about Saab’s new 9-3 lineup, which will be on showroom floors from this week. And it’s more extensive than ever before, for the first time (in SA) including the SportCombi derivatives, which is a sporty estate, in addition to both saloon and slinky droptop flavours mated to a fair combination of engines.

Well, that is, there are three basic engine configurations including the 1.9 turbodiesel model, but several power options on the most versatile 2.0-litre petrol turbomotor. Range-topping Aeros sport a 2.8-litre boosted V6, same as the Cadillac BLS unit in fact, which develops healthy if not more than ample power.

First the diesel. This motor develops 110kW but a more substantial-sounding 320Nm, which compares well against the 2.0 LPT derivative which pushes out an identical 110kW but comparatively weedy 240Nm, yet still manages to sprint to 100km/h a full two seconds faster than its oil-burning counterpart. Although the diesel does fare better in in-gear acceleration tests, of course.

Next up in the saloon hierarchy comes a more boosted 2.0 TS, which produces a very healthy 154kW backed up by a nice round 300Nm of torque, although unfortunately this model can only be had with an automatic box. Only the LPT 2.0-litre and the 2.0 T convertible, which develops less power than in the saloon model but more than the LPT, can be had with manual boxes.

Still even with a self-shifter fitted the TS puts in a respectable 8.8-second dash to the benchmark, with the real firepower further up the price ladder under the hood of the V6 Aero. This V6 boasts a twin-scroll turbocharger for improving throttle response low-down in the rev range, and maxes out at 184kW and 350Nm. Strong, but you do sort of expect a turbocharged V6 to do a bit more don’t you? Then again the front wheels might struggle to tame that much grunt, and for the mad turbo nutters amongst us there’s likely to be a Viggen tune-up package in the works...

Still, it turns in a sub-8 time to 100, according to the manufacturers figures, with power fed through a six-speed autobox.

If you like your motoring with an unfettered view of the sky, and access to your eardrums for the engine note, the convertible models will be most appealing. They’re undeniably stylish machines, although the differences between the old 9-3 and new aren’t exactly stark. You notice touches, in the cabrio, like the new LED lights on the trailing edges of the headlights, and the better integration of rear deck and interior with the roof stowed.

Here we have a 129kW/265Nm version of the familiar 2.0-litre “four”, and the same turbocharged V6 as found in the saloon. The weight penalty blunts the V6’s urge slightly, bumping the 0-100 time up from 7.5 to 8.1 seconds, while the smaller motor can do 9.0 with a manual box, 10.5 with the somewhat dull-witted auto.

The soft-top Saab 9-3 rides well but does suffer from some pretty monumental scuttle-shake. No more than, say, an Alfa Spider for instance, but it's definitely more rattly than a 350Z roadster in here. Still unless you’re fully committed this doesn’t really hamper the impressive dynamics of the 9-3 unless you’re on the roughest of road surfaces.

And finally, the SportCombi packs the same specification 2.0-litre unit as the cabrio, with similar performance levels, into a large and very practical family-moving vehicle which retains the distinctive Saab look quite nicely. Which is to say, clear-cut style with a hint of underlying sportiness.

We got to pummel the LPT turbo out to Tarlton Raceway, where we chucked the 2.8 Aero saloon and Vector cabrio versions around a short gymkhana and out onto the dragstrip itself, finished off with a drive back to the MonteCasino HQ in the 2.0-litre droptop version.

The LPT is a touch sparsely outfitted, but is by far the most affordable of what’s on offer in this new lineup. It isn’t exactly going to set your trousers on fire either, even with a manual box fitted, which is sweet enough without being German-car slick. Nothing wrong with the way this front-driver grips and turns however, even without the “Sport Chassis” as fitted to more expensive models.

Both V6s are more exciting in the power stakes, of course, and make much better noises overall. On the smoother tarmac of the racetrack the soft tops lack of torsional rigidity doesn’t manifest too badly, although the tin-top is without a doubt the fastest around the tight course laid out. A small button marked “S” on the dash sharpens up the gearbox’s actions quite nicely but still doesn’t exactly make it a whipcrack paddleshift Magnetti Marelli affair by any means.

Nevertheless, these variants hammered on to 180km/h by the end of the ¼ mile marker, so they aren’t sluggish cars. And the interiors are very nicely trimmed without being OTT, although a GPS should be standard on cars costing upwards of R400K I feel. There’s a peculiar “Night Mode” switch, which is meant to make driving at night more exciting by killing, and we mean killing, all lights and dials in the cabin apart from the speedometer. That includes the fuel and temp gauges, which we guess does make journeys that touch more “unpredictable”...

By the way, the V6s also include higher-performance brakes, which is useful as the standard stoppers are a bit weedy and quite devoid of feel, so hauling up the heavier and faster V6 using them could be rather scary.

Finally the 129kW 2.0-litre convertible we finished our day in was smack in-between the LPT and V6 variants, with enough urge for confident overtaking manoeuvres but still distinctly unexciting for the hardcore petrolhead. Sure for the most part Saab drivers aren’t meant to be hardcore petrolheads like, say, Subaru owners, so it all fits in very nicely with the package as a whole.

Still, the shake in the convertible is a bit of an issue, and cheaper droptops can deliver more performance with less obvious structural weakness.

Overall however the new 9-3 range basically offers the individually-minded executive the same as before, which is to say it’s a very good, effective car which is priced slightly higher than merely “competitive” but incorporates all the luxury features, and some underlying voomah, into a very distinctive package.

Saab drivers will continue to love them for their reliability and, we’ve heard, a high level of customer service, but BMW, Audi and Mercedes fans are unlikely to flock to the brand in droves. Then again, GM doesn’t want droves, just a few more than the 110-odd buyers who purchased the brand in 2007...