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2007 Saturn AURA Road Test

Can an Auto Brand Go from Tool to Cool in a Single Model Year?

A decade or so ago Cadillac was one of the least enticing premium brands in the auto sector. Now, thanks to a completely reworked lineup of rear- and front-drive models that have not only broken with tradition by reshaping American design but also deliver performance that match and often exceed European competitors, its got momentum on its side. GM is hoping to see the same results with a revitalized Saturn, its other import fighting brand.

While Saturns relatively small dealer network will be waiting a little longer before the critically important Outlook crossover SUV goes on sale, it has plenty to celebrate here and now. New for 2007 is the car it needs in order to go head to head with Toyotas new Camry, Hondas recently updated Accord and Hyundais hot-selling

Saturn has made one cool looking midsize family hauler. (Photo: Trevor Hofmann, American Auto Press)

Sonata, not to mention at least another dozen rivals, the all-new AURA.

Built on the next-generation Epsilon platform, the previous version of the architecture which underpins Chevys Malibu and Malibu Maxx, Pontiacs G6, G6 Coupe and G6 Convertible, and Saabs 9-3 sedan, 9-3 Cabrio and SportCombi, only the upscale Saab looks and feels more European than the AURA. Saturns new four-door carves out a unique path amongst midsize sedans; appearing pricier than most rivals and laced with top-tier features including a state-of-the-art

Nice lines... (Photo: Trevor Hofmann, American Auto Press)

six-speed automatic with manual mode and paddle-shifters, no less, it also delivers higher quality materials than the majority of domestic competitors and does so with tasteful, attractive styling that should help lure converts to the Saturn way of life.

And that way of life, if you havent already heard, includes one of the highest customer satisfaction records in the industry that begins with its non-pressure, no haggle pricing policy. Therefore, you can walk into your local Saturn dealership and lay down $19,945 on the well-equipped XE model or $23,945 on the top-line (for now) XR, without having

.... from any angle. (Photo: Trevor Hofmann, American Auto Press)

to worry about going through the, "I just have to pass this offer by my manager" song and dance - unless youve got a trade that is. To most people, Saturns more relaxed buying experience is worth the price of entry alone.

Unlike the previous L200 and L300, mind you, the new AURA wont leave you deflated after driving it off the lot. OK, the L-series was at best decent transportation, and a far cry nicer all-round than the brands entry-level model of the era. Its just that the AURA is so much better in every way, that Id rather not even bother reminiscing about Saturns cars gone by.

Firstly, its extremely good looking. Not everyone likes the AURAs over-the-top

Theres plenty of glitter adorning the new AURA. (Photo: Trevor Hofmann, American Auto Press)

brightwork - chrome adorns almost every trim piece on the car - but no one I spoke with at the launch questions whether its overall shape isnt anything but superb. I, personally, like things that glitter, and therefore the chrome works for me; it gives the car an extremely upscale presence which is unusual in this class. Yet where chrome was previously added to make a car appear more regal and stately, common amongst GM sedans from the past, it gives the AURA a sportier appeal, more like a customized tuner car thats been breathed on by one of the SEMA chop shops.

Come to think of it, I would be surprised if this years SEMA show wasnt littered with new Saturns, from the AURA, if enough were made available

The AURAs 3.6-liter V6 is a jewel. (Photo: Trevor Hofmann, American Auto Press)

to tuners in time for preparation, to the new SKY, and better yet, SKY Red Line. Like Saturns new roadster, the AURA is an ideal canvas for a specialty maker to work from, as it already includes a satisfying package right from the box.
For instance, the cars top-line powertrain leaves little to be desired. Stuffed under the sleek hood is a version of GMs 3.6-liter, dual-overhead cam, 24-valve V6 as found in the Cadillac CTS amongst others, but mounted transverse for the first time. With this engine comes the first GM-made six-speed automatic transmission ever, complete with sequential manual actuation and, even more enticing, paddle-shift operation. The transmission is silky smooth, with precise shifts and short, sweet intervals, optimizing all of the engines 252 horsepower

No manual mode? Dont worry, this slick six-speed automatic features paddle-shifters on the steering column. (Photo: Trevor Hofmann, American Auto Press)

and 247 lb-ft of torque. Acceleration is brisk, and fortunately GMs Stabilitrak electronic traction and stability control is included so that it remains that way no matter the weather conditions.

I cant say Im as enamored with the base 3.5-liter with 12 overhead valves, but not just because it makes less horsepower at 224 and less torque at 220 lb-ft, or because it doesnt produce anywhere near as stimulating an exhaust note. The real problem lies in the relatively smooth but not very snappy four-speed automatic transmission that the engine is mated to, an odd site in modern times when anything less than a five-speed seems rather archaic. To be fair, the transmission never gave me any trouble, accelerating without much ado and therefore fulfilling its entry-level mission well. My guess is that those who dont

Optional 18-inch rims and performance rubber join the best Epsilon architecture GM has let loose yet. (Photo: Trevor Hofmann, American Auto Press)

care much about cutting the perfect apex wont even notice the difference between the two drivetrains, but those who were born and raised on European performance cars wont want anything less than the 3.6-liter V6 and six-speed gearbox, plus the associated wheel, tire and suspension upgrades that come along for the ride.

Yes, the AURA takes to corners like no other Epsilon-derived sedan GM has ever created, except for the stellar Saab 9-3. Like its European cousin, the midsize Saturn loves to slice through tight, abbreviated curves as much as it will hold its own on long sweepers, understeering slightly at each bend, but, as long as its driven with respect to the laws of physics, never enough to unsettle the chassis and break traction at the front tires. I was a bit surprised, actually, at how tenaciously this car held to the pavement, pushing it further and further beyond where

The AURAs switchgear is top-notch, and the optional paddle-type shifters give it a step up on the competition. (Photo: Trevor Hofmann, American Auto Press)

I would have taken the already athletic Pontiac G6 or Chev Malibu. As mentioned, though, this is the next generation Epsilon architecture. So I suppose it makes sense that GM has improved the breed, and then factoring in that the AURA will be sold more or less unchanged in Europe as the Opel Vectra (and Vauxhall Vectra in the U.K.), where it will be up against a formidable crowd of European and Japanese sport sedans, tuned for Autobahn speeds no less, its at-the-limit prowess all begins to come clear.

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