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A funny thing happened on the way to bankruptcy court for General Motors. As part of a bid to have its red stained slate wiped clean, it moved to divest itself of a number of brands in its bloated portfolio, with Pontiac, Saturn, Hummer and Saab all earmarked for sale or closure.iPhone 6s replacement screen However, only one brand inspired sufficient passion among both owners and those with the financial wherewithal to rescue it from GM's 'wind down' apple polishers. Oddly enough, it was the tiny Swede that successfully swam out to the life raft. Saab, the marque with the smallest and oldest product lineup, lowest volume, and the poorest brand recognition among American consumers somehow found a way to survive.

How, exactly, did this come to pass? For starters, unlike any other of GM's death row divisions, owners and fans rallied in dozens of countries, urging anyone who listened to "Save Saab." Now, we're not na enough to think that a band of loyalists were all it took to change the course of automotive history, but it's telling that there were no pitchforks and torches or even a handful of picket signs produced over the axing of the other brands. Saab remains a seldom understood, much loved brand, and we know that the displays of unity from Saab's scorned faithful stoked the fire of unlikely suitor Victor Muller, CEO and owner of Spyker Cars, as his team waded through a stomach churning series of negotiations. After watching from the sidelines while bids by other small automakers and investment groups fizzled, the Dutch businessman and his team eventually pried the battered brand away from GM but not before Saab had been partially liquidated.

During our trip to Gothenburg, Sweden to drive the new 9 5, representatives vigorously pointed out that their new sedan positively brims with "Saabishness" despite being developed entirely under GM's corporate umbrella. We had to wonder: Could the same Detroit decision makers that gave us the half hearted Subaru based 9 2 and the utterly cynical Chevrolet Trailblazer in drag 9 7X actually know enough about the brand to deliver a competent and authentic 9 5 as a parting gift to its new owners a Saab Saab? As it turns out, yes.

While the 9 5 doesn't have the Aero X's jet inspired tilting canopy, clear acrylic gauges or its novel drawer style trunk, it does have an expressive, modern design that's extremely slippery (.28 cD). Its face is clearly evolved from the Geneva concept, along with details including blue tinged 'ice block' lighting, turbine style alloys, and blacked out A pillars that lend the windshield a similar wraparound look.iPhone 6s replacement screen More traditional Saab cues including the 'hockey stick' greenhouse surround and prominent C pillars also make the scene. Overall, it's a deeply handsome set of clothes that we think will wear the years particularly well because it doesn't rely on fussy surface development, tacked on aero addenda or a lather of chrome.

Make no mistake this is a very big car whose clean design helps it hide its bulk. At 197.2 inches long, the 9 5 shadows its chief rival, the Audi A6, by nearly four inches, and it's more than four inches longer than BMW's new 5 Series. Dimensionally, the closest comparison we can draw is actually to the Buick LaCrosse, which is predictable because they both ride on long wheelbase derivatives of GM's Epsilon II architecture, the basic platform of which also underpins the Opel Insignia and Buick Regal (albeit in a shorter form).

Despite shared architectures and similar drivetrains, the 9 5 looks, feels and goes down the road in a wholly different fashion than its TriShield relatives. Indeed, sampled back to back, you'd probably be hard pressed to find much common ground. That's not a knock on any of the models in question, but instead a testament to the efforts of both Saab's stylists and its engineers. Perhaps we shouldn't be terribly surprised GM made sure that the Scandinavian team had considerable input into the dynamics of the entire Epsilon II family, an assignment that apparently gave technicians the proper perspective to ensure adequate differentiation and, well, Saabishness.

That coherence may start with the exterior, but it carries over into the 9 5's cabin, which is unlike anything else in GM's stable. Traditional Saab cues like a driver centric dashboard, joystick toggled eggcrate vents, green instrument lighting, and a console mounted ignition (now push button instead of key based) are all present and accounted for, as is a nifty new round information display nestled in between the analog tachometer and speedometer. The latter can display everything from trip mileage to speed limits to an amusing altimeter style speed readout that's more fun than functional.

More praiseworthy are the center stack controls and the easy as pie touchscreen infotainment unit. The buttons and knobs are all logically arrayed, and we're quite pleased that Saab has avoided the temptation to fit an all in one controller like those popularized by German rivals. One thing that is remarkably Teutonic in feel, however, is the 9 5's somber dashboard. Particularly on the doors and in front of the passenger, there really isn't enough to hold one's interest in terms of trim. We're not advocating for wood (we hear a grain package will be available, however), but something to break up the darkness would help make the interior feel more premium, be it piano black or some sort of additional aluminum trim.

We sampled both the front wheel drive 2.0 liter turbocharged four cylinder 9 5 (due this Fall as a 2011 model) and the fully accoutered, grips at all fours Aero XWD flagship, and they both have similar interiors with one distinct difference: the seats. In the 'base' car, we found the buckets to be comfortable enough, albeit a bit short on lateral bolstering. The Aero receives significantly better furniture its front seats manage to have much more robust lateral support while being supremely comfortable and there's a bottom cushion extender for those long of leg. We think that Saab should offer these seats to 9 5 intenders regardless of how many cylinders and driven wheels they choose to pay for. After telling nearby officials as much, a flurry of subsequent conversations and smartphone emails would appear to indicate that they're at least open to making them an option.

But enough about the furnishings how does it drive? We exited the parking lot at Gothenburg Landvetter airport aboard a front drive 2.0T six speed manual transmission model and immediately felt at home. Despite being a large car, the 9 5 "drives small" and not just when pushed. Even at everyday commuting speeds, its easy responses and good visibility make it feel significantly tidier of dimension perhaps Volkswagen Passat sized. There's none of that artificial forced heaviness that has creeped in to some Germanic rivals, but that isn't to say that the steering is featherweight, the brakes are soft or the gearbox is loose. On the contrary, the inputs are well judged, with a nicely weighted clutch with linear engagement, a gearshift that's orders of magnitude better than that of previous Saabs and a right sized steering wheel that offers good precision and communication from the hydraulic rack and pinion setup beyond the firewall.

The direct injected twin scroll turbo four produces 220 horsepower at 5,300 rpm and 258 pound feet of torque at 2,500 rpm, meaning that there's a slightly longer delay in reaching peak power than we've come to associate with some new DI engines of similar size. From where we sit, this is actually a source of entertainment and differentiation, as it subtly reminds us of Saab's 'big thwack' forced induction heritage without resorting to actual massive turbo lag. Indeed, also unlike force fed Saabs of yore is the conspicuous absence of torque steer, even with a conventional MacPherson strut front suspension on the base model. Saab indicates 0 62 mph arrives in 7.9 seconds, but surprisingly for such a small displacement engine toting a super sized body, it feels a bit quicker than that, and it's good fun hearing the turbo whistle blow while keeping the engine in its powerband. Keep the throttle planted and the four cylinder will run to 149 mph, with the V6 pushing to 155.

Regardless of how many cylinders you specify underhood, you can also get Saab's new DriveSense adaptive handling it's standard on the V6 Aero and optional on I4 models. Basically, it's a three position dial on the center console that optimizes the car's various systems for tailored ride and handling. Damping rates, steering weight, shift points and throttle mapping are all tailored to one of three modes Comfort, Sport or Intelligent. The first detent allows for more suspension compliance and a relaxed throttle for maximum fuel economy. The middle setting curbs power steering assist, raises shift points, makes throttle control more urgent, stiffens the dampers and, critically, sends more torque to the rear wheels. As you might suspect, the third mode, Intelligent, seeks to find the best balance between the other two settings, and it succeeds. Of course, if you think you know better than Saab's engineers, it's also possible to alter the system's individual parameters through the touchscreen.

We didn't have the chance to sample a 9 5 without this trick bit of siliconry, so we'll need to try DriveSense on a wider range of road conditions to really judge its merits. Sweden has a beautiful network of rolling B roads that threads through its densely wooded interior (it's not entirely unlike the Pacific Northwest), but its roads are in such good repair that we didn't get the opportunity to feel how it behaves over buckled pavement. Interestingly, we understand from Saab's engineers that the standard four pot's setup is oriented toward a more sporting experience, so even though DriveSense appears to work as advertised, we suspect the base front driver might be just as well without it. In fact, less supportive seats aside, we actually prefer driving the four cylinder 9 5 to the Aero XWD.

It's not that there's anything wrong with the 300 horsepower (at 5,500 rpm), 295 pound feet of torque (at 2,000 rpm) turbo V6. We've loved the torque vectoring all wheel drive since we first sampled it in the 9 3 Turbo X, and the six speed automatic is largely commendable in its smoothness, although we do wish the paddle shifters worked when the gear lever was left in 'D.' Overall, the Aero may be more accomplished, but it's also not as engaging, in part because the addition of power and an automatic gearbox encourages less interaction from the driver and in part because at 4,464 pounds, it's significantly heavier than the 2.0T (3,472). While certainly not out of line for its class (particularly given its massive equipment list and all wheel drive), the Aero's weight and grippier Haldex setup mean that it just doesn't feel as tossable as its FWD counterpart, even with its standard 'sport chassis' setup that includes a bigger front anti roll bar, stiffer springs and a 10 mm lower ride height. Interestingly, V6 equipped models utilize a totally different suspension setup than the four cylinder model, one that includes GM's new HiPer strut front suspension and a linked H arm setup out back.

As a bonus, the four equipped 9 5 figures to be much less expensive. Saab has already stated that the 9 5 Aero will retail for $49,995, and at first glance, the Aero seems to be priced uncomfortably close to that of its more prestigious European rivals the Audi A6, BMW 5 Series and Mercedes Benz E Class all start in the same neighborhood. But it's important to note that at that price the 9 5 comes loaded to the headliner with features like sat nav, moonroof, lane departure warning, active bi xenon headlamps, park assist, heated and cooled leather seats, iPod integration, 19 inch wheels and a heads up display all items that can easily add another 10 grand to its competitors' bottom lines. If you want to go for the full Saab sm there's the aforementioned tri zone HVAC and rear seat entertainment packages, Harman/Kardon audio, along with some rather nice (if unnecessary) Brembo brakes that we sampled on a test track (what's a Swedish car launch without the obligatory 'moose test'?). Oddly, the bigger binders actually require downsizing to a unique 18 inch alloy, as they don't fit under the turbine 19s. Alternatively, we understand that the base 9 5 2.0T will retail for somewhere in the neighborhood of $38 39k, and even with a few options, this package strikes us as a much more compelling buy, pricing out against much smaller cars like the A4 and C Class.

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Government an almost unprecedented $1.2 billion to settle a criminal fraud case does not shield the world's largest automaker from potential liability in scores of pending civil suits alleging unintended acceleration, according to attorneys.

"I think Toyota has even more reason to want to settle these cases," said Keating, the William T. Dalessi Prof.iphone 5 refurbished of Law and Philosophy. "I think Toyota's fundamental intent is in putting this behind the company so that they can restore their good name."

Toyota, Justice Department Reach $1B Settlement

Some 90 such civil cases await trial in California alone, by the count of Century City attorney Moses Lebovitz, who is representing plaintiffs in two of them, including Dushane v. Toyota, next up for trial.

In that case, Janice Dushane suffered severe head injuries when her 2005 Prius allegedly accelerated on its own as she was exiting the 101 freeway in Oxnard in 2010, and the Prius became airborne. One witness saw brake lights activated, according to Lebovitz. Lebowitz is studying the federal agreement with Toyota to determine its impact on the Dushane case.

Many of the civil cases allege a flaw in vehicle electronics. Other problems are acknowledged by Toyota in the agreement, but not in electronics. Justice Dept. primarily concerns Toyota's conduct during 2009 10 in responding to evidence that some of its vehicles had flaws that resulted in them accelerating on their own.

Toyota Recalls 1.9 Million Prius Cars for Software Glitch

In one 2008 case, an off duty California Highway Patrol Officer at the wheel of his family's Lexus was unable to stop the car, and he and three others died in the resulting crash. During the final moments, he had called 9 1 1, and his description of the recording and the sound of the impact were heard on the recording.iphone 5 refurbished  Keating, was the revelation that company officials were aware of problems for periods of time and deliberately delayed implementing fixes in an effort to avoid disclosure. In the case of the sticky pedal, for a period of at least several weeks, "they were installing a part they knew to be unsafe," Keating said.

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The Federal Statement of Facts, which Toyota accepted as truthful, included a quote from an unnamed employee speaking out against deception. "Idiots! Someone will go to jail if lies are repeatedly told. I can't support this," the employee said during a discussion that followed a meeting between Toyota and its regulator, according to the document.

"In the more than four years since these recalls, we have gone back to basics at Toyota to put our customers first," reads a part of statement released Wednesday by Torrance based Toyota Motors North America, and attributed to Christopher Reynolds, Chief Legal Officer. customers."

"Not a helpful statement," commented Keating.

In response to a request for comment Wednesday, the media office for Toyota Motors Wednesday referred to the statement and declined questions. The Attorney General deferred prosecution as part of the agreement.

The high dollar amount of the settlement reflects the Justice Department's intent "to make an example of Toyota," Keating believes. But why did Toyota agree to it?

"I think the alternatives may be more than paying $1.2 Billion," said Keating.

In recent weeks, General Motors has acknowledged delay in responding to an ignition switch flaw that can lead to the engine turning off while the vehicle is in motion, leaving the safety air bags without means to deploy in event of an accident.

During the Attorney General's briefing, he declined to discuss potential actions against GM, which the federal government had rescued from bankruptcy after the economic meltdown in 2008.iphone 5 refurbished  But GM should not count on that as a shield against a federal enforcement action, Keating said.Fire officials said seven families were inside the 12 unit apartment building at 198 Wilson St. When firefighters arrived, heavy flames were coming from the building's back porches.

"I arrived three minutes after the 911 call," District Chief Mike Gamache said. "The west side of the building, which is the back side of the building, was fully involved. There were some people in the street indicating that there were people that were trapped."

Investigators searched for evidence Monday evening, using K 9s as they attempted to determine what started the blaze.

View raw video from the scene.

The flames engulfed the porches on the second and third floors in the back of the building. Knowing that people were inside the burning building, firefighters set up rescue efforts.

"The initial companies really made a valiant effort to get in there," Chief Dan Goonan said. "They removed the first two victims very quickly under heavy fire conditions without a line."

The fire forced firefighters out of the building until they could get a hose line going.

"A few minutes later, we went back in, made another attempt to get into the second floor apartment, and we located two more bodies," Goonan said.

Neighbors said the two adults and two children were a family who lived in a second floor apartment.

Related: Community mourns fire victims

It took firefighters a couple of hours to finally get the fire under control. Investigators are now trying to determine the case.

Because the fire was fatal, the New Hampshire Fire Marshal's Office is leading the investigation, but federal help has been brought in as well.

"(The Bureau of Alcohol, Tobacco, Firearms and Explosives) provides resources to assist with mapping of the building," Fire Marshal Bill Degnan said. "If it ends up we need an electrical engineer, they have one on staff."

Degnan said the investigation is just beginning, and it may be some time before a cause is known.

"It's certainly tragic. It's tragic for us. It's tragic for the families. It's tragic for the neighborhood and the city," said Manchester Fire Chief Dan Goonan.

One firefighter suffered a moderate injury, and another firefighter suffered a minor injury, officials said. Both are expected to be OK.

Autopsies are scheduled for Tuesday morning. The victims' names will be released after the autopsies are completed.