For this first drive of the 2006 Saab 9-3 SportCombi, we drove the standard model with the 2.0-liter turbocharged four-cylinder engine equipped with the optional five-speed Sentronic automatic transmission, a power sunroof, and roof rails. The test car’s Fusion Blue metallic paint was also extra. The sticker price of this particular car was $30,945, including the $720 destination charge.

Unlike the four-cylinder engines found in the Acura TSX and Audi A4, the turbo four in the 2006 Saab 9-3 SportCombi is unrefined. Power delivery is grainy and the Saab loudly grumbles from beyond the firewall. This does not instill a sense of luxury. On a positive note, this motor isn’t peaky like Saab Turbos of old. Thanks to a low torque peak of 2,500 rpm, engine response is strong and linear across a wide rev range, and there’s little torque steer to battle at the helm. Plus, given fuel prices of late, average fuel economy of 24.7 mpg during our test drive is nothing at which to scoff.

We’d probably choose the standard five-speed manual, but since most people can’t shift their own gears, the Sentronic automatic will be commonplace. We found this manually-interactive unit slow to downshift for passing power, but when loafing around town it operates unobtrusively and does its job without fanfare. We tried the manual mode, but didn’t find it particularly useful or entertaining. There are few successful substitutes for a clutch pedal.

As impressive as the power and fuel economy trade-off is, our favorite things about driving the 2006 Saab 9-3 SportCombi were the steering and brakes. Serving as an example of why electronic steering systems are a pox on humanity, the 9-3’s hydraulic rack-and-pinion steering rack is amazing. Lots of road texture thrums through the wheel rim to the driver’s fingertips, there’s no kickback in rough-edged corners, and it’s easy to add fine degrees of input to perfectly place the car in turns. Mix this with a braking system that offers terrific pedal feel, uncanny balance, and the ability to dial in exact amounts of pressure at the pads, and you’ve got the makings of a wonderful back-road dance partner.

Well, maybe in sport-tuned Aero trim, anyway. In the standard 9-3 SportCombi, weight predictably transitions from side to side and the car takes a good set for high-speed sweepers, but there’s significant body roll and the 215/55R16 Pirelli P6 tires fold over and beg for mercy pretty easily. Given how soft the suspension is on the standard model, the ride quality is busy on the highway at times, and there’s too much road noise getting inside for a luxury car. If we’re gonna put up with noise and a busy ride, might as well go with the sportier Aero.

Another reason to spend extra for the 9-3 SportCombi Aero is its standard sport seats. Our base model’s front seats were soft, plush, and supportive, but the meager side bolsters did nothing to hold us still on the twisty bits. The 9-3’s seating position is tall with a good view out, and a tilt-and-telescopic steering wheel makes finding a comfortable driving position easy. Our test car would be a terrific choice for long-distance highway drives, especially with that 31-mpg highway fuel economy rating.

The 9-3 SportCombi’s rear seat is mounted low but offers good lumbar support. With tall people in front, lanky rear passengers will find their legs flush against the softly padded front seatbacks. Plus, it’s hard to get in and out of the back seat. At least there’s plenty of foot space under the front chairs.

Here’s our recipe for the perfect 2006 Saab 9-3 SportCombi. Match the standard high-mileage engine to a six-speed manual transmission, then add the Aero’s wheels, suspension, seats, and interior décor. Price it at $29,995. That’s what we’d want to buy. Sadly, this car does not exist.