Saturn adds some calorific value to an already heated segmentStereo EvaluationSecond OpinionsConsumer Commentary
With a void left by the L300 sedan, which saw the axe in 2005, Saturn needs a strong player in the competitive midsize sedan segment in order to justify its existence. It needs the new 2007 Saturn Aura to be a Mr. Wolfe.
As the hitman cleanup guy portrayed by Harvey Kietel in Pulp Fiction, Winston Wolfe solved problems. He had an uncanny knack for knowing what to focus on, and more importantly what to ignore, in order to get his thugs out of any jam.
Although the Saturn Aura wasn't created by a curt-talking, sharp-dressed night owl with a penchant for lurid slip angles, it is GM's most convincing salvo yet fired into the midsize sedan brawl. Consider it ready to tangle with the Ford Fusion, Honda Accord, Hyundai Sonata, Toyota Camry and Volkswagen Passat.
We're gonna be like three little Fonzies here
The front-wheel-drive Aura is the latest offspring from GM's "global midsize architecture." Formerly known as Epsilon, this platform has spawned the Chevy Malibu, Pontiac G6 and Saab 9-3. We've not been blown away by those players, but the Aura nevertheless manages to stand out from its mates despite a healthy dose of shared DNA.
For starters, the Aura's sheet metal is crisp, with well-executed proportions, a taut stance and...is that a hint of Audi flavor in the doors? It's a clean style that belies the entry fee: Entry-level Aura XE models start at $20,595 with destination, with spiffier XR versions starting at $4 grand more.
You won't find a four-cylinder engine or a manual gearbox in any Aura — all XE models are equipped with a pushrod 3.5-liter V6 producing 224 horsepower and 220 pound-feet of torque mated to a four-speed automatic transmission. Steel 17-inch wheels are standard, and alloy 17s are a $400 option. XR models receive a DOHC 3.6-liter V6 and six-speed auto, better rubber on 18-inch alloys, uprated suspension underpinnings and more equipment.
That's 30 minutes away. I'll be there in 10.
As is common with many GM offerings, Saturn's approach is to offer a V6 in its entry-level variants at the same price as competitors' four-cylinder models. Logic of this sort assumes that buyers in this segment are more interested in acceleration and V6 bragging rights than fuel economy, an assumption we're not convinced works in today's more fuel price-sensitive economy. Especially as it pertains to a base model.
Our XE tester, shod with P225/50/17 Hankook Optimo tires on the optional alloys, reached 60 mph in 8.4 seconds and tripped the quarter-mile lights in 16.3 seconds at 88.4 mph. It won't set any land speed records, but the Aura's performance will dust similarly priced four-cylinder Accords and Camrys.
You'll pay for this straight-line potential at the pump. Over 653 miles, our Aura XE tester, rated at 20/29 mpg city/highway, averaged 18.7 mpg in mixed driving. Compare this to a base Camry at 24/33 and a base Accord at 24/34 and the case for the Aura's thirstier, albeit gruntier, V6 in a base car falters. Fuel misers will want to wait for the hybrid Aura debuting later in 2007.
Judging by the transmission's reluctance to downshift from high gear, GM is already trying to squeeze as much fuel economy out of the XE's pushrod V6 as possible. The four-speed transmission is not the best match for the relatively low-revving base V6, and the pairing isn't exactly a paragon of powertrain refinement.
At the very least, GM should finally put the four-speed auto out to pasture. We've driven the uplevel Aura XR quite a bit, and its 3.6-liter DOHC V6 and six-speed auto lay the smack down on the XE's powertrain in every conceivable way. OK, OK: The XR sips no less fuel than the XE and commands a price premium. But it's in XR guise that the Aura really glows. We'd put its V6 up against that of any manufacturer in smoothness, powerband flexibility and sound quality. It's really a treat.
I want that trophy, so dance good
Shunning the numb electric assist of its Pontiac G6 brother, the Aura's more conventional hydraulic steering is well-weighted and linear. In our testing, the Aura circled the skid pad at 0.80g and hustled through the slalom at a respectable 64 mph, prompting our test driver to note: "A darned big surprise."
We wish we could say the same for the stoppers. Braking the 3542-pound Aura to a standstill from 60 mph required a longish 147 feet, nearly 20 feet longer than the last Sonata we tested.
Compared to a 2007 Camry we had on hand during the Aura's stay, the Aura exhibited better control of body motions without unduly compromising ride quality. In fact, the Aura's well-considered ride/handling compromise is one of its strong points, and that's even before taking into account the even better uplevel XR variant. Without the benefit of doing a full-on comparison test, we venture that — gruff powertrain aside — the Aura XE provides a driving experience that ranks up there with the front-runners of the class.
This is a tasty burger
Interior refinement, a much touted focus of the Aura's development, delivers the goods in many areas. Attractive soft-touch materials adorn the dash and the tops of the door panels, and the simple and effective cockpit layout is a breath of fresh air. Standard cloth seats provide very good comfort, and reddish-orange mood lighting adds a touch of class. There are a few too many high-gloss surfaces inside, though, including distractingly reflective chrome accents and shiny fake lacquered wood. Equally glossy silver plastic is available if faux wood's not your bag, baby.
Overall, the interior scores its biggest win in the NVH category, with wind and road noise isolation of cars costing much more. At a cruise, passing trucks register barely a whoosh inside, and high double-digit speeds are accompanied only by a mild A-pillar wind rustle. The pushrod V6 does get raucous at full throttle, however, registering 76.2 dB on our noise meter, and it doesn't sing the sonorous song of the 3.6-liter V6 found in the higher-zoot XR model.
Rear-seat accommodations are commendably spacious, thanks to the long 112-inch wheelbase. In addition to cleaning up the aerodynamics, the Aura's high rear deck lid helps to provide larger trunk space than the Camry or Accord, but not the Sonata.
Let's get down to brass tacks, gentlemen
It's not all sweetness and light, though. Quite literally — Saturn's fancy new LED instrument cluster was flakey on our test car, at times refusing to display any of the gauges until several minutes after startup. More attention to detail in the cabin would go a long way, too. For example, the ragged headliner edge in the rear and castanet-clackity PRNDL lever dimmed the Aura's aura and the corporate parts-bin steering wheel is on the large side.
So, now that the Aura is in the mix among affordable midsize sedans, would Mr. Wolfe approve? In the departing words to his hapless halfwits after he saved their bacon, Winston posed a prediction: "It's...your future. I see...a cab ride."
Sorry, Winston, but that's where you got it wrong. The Aura may not rock the midsize sedan segment at its core, but the Aura's moves, stately lines, much improved interior and low entry price make it worthy of strong consideration.
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.
As the hitman cleanup guy portrayed by Harvey Kietel in Pulp Fiction, Winston Wolfe solved problems. He had an uncanny knack for knowing what to focus on, and more importantly what to ignore, in order to get his thugs out of any jam.
Although the Saturn Aura wasn't created by a curt-talking, sharp-dressed night owl with a penchant for lurid slip angles, it is GM's most convincing salvo yet fired into the midsize sedan brawl. Consider it ready to tangle with the Ford Fusion, Honda Accord, Hyundai Sonata, Toyota Camry and Volkswagen Passat.
We're gonna be like three little Fonzies here
The front-wheel-drive Aura is the latest offspring from GM's "global midsize architecture." Formerly known as Epsilon, this platform has spawned the Chevy Malibu, Pontiac G6 and Saab 9-3. We've not been blown away by those players, but the Aura nevertheless manages to stand out from its mates despite a healthy dose of shared DNA.
For starters, the Aura's sheet metal is crisp, with well-executed proportions, a taut stance and...is that a hint of Audi flavor in the doors? It's a clean style that belies the entry fee: Entry-level Aura XE models start at $20,595 with destination, with spiffier XR versions starting at $4 grand more.
You won't find a four-cylinder engine or a manual gearbox in any Aura — all XE models are equipped with a pushrod 3.5-liter V6 producing 224 horsepower and 220 pound-feet of torque mated to a four-speed automatic transmission. Steel 17-inch wheels are standard, and alloy 17s are a $400 option. XR models receive a DOHC 3.6-liter V6 and six-speed auto, better rubber on 18-inch alloys, uprated suspension underpinnings and more equipment.
That's 30 minutes away. I'll be there in 10.
As is common with many GM offerings, Saturn's approach is to offer a V6 in its entry-level variants at the same price as competitors' four-cylinder models. Logic of this sort assumes that buyers in this segment are more interested in acceleration and V6 bragging rights than fuel economy, an assumption we're not convinced works in today's more fuel price-sensitive economy. Especially as it pertains to a base model.
Our XE tester, shod with P225/50/17 Hankook Optimo tires on the optional alloys, reached 60 mph in 8.4 seconds and tripped the quarter-mile lights in 16.3 seconds at 88.4 mph. It won't set any land speed records, but the Aura's performance will dust similarly priced four-cylinder Accords and Camrys.
You'll pay for this straight-line potential at the pump. Over 653 miles, our Aura XE tester, rated at 20/29 mpg city/highway, averaged 18.7 mpg in mixed driving. Compare this to a base Camry at 24/33 and a base Accord at 24/34 and the case for the Aura's thirstier, albeit gruntier, V6 in a base car falters. Fuel misers will want to wait for the hybrid Aura debuting later in 2007.
Judging by the transmission's reluctance to downshift from high gear, GM is already trying to squeeze as much fuel economy out of the XE's pushrod V6 as possible. The four-speed transmission is not the best match for the relatively low-revving base V6, and the pairing isn't exactly a paragon of powertrain refinement.
At the very least, GM should finally put the four-speed auto out to pasture. We've driven the uplevel Aura XR quite a bit, and its 3.6-liter DOHC V6 and six-speed auto lay the smack down on the XE's powertrain in every conceivable way. OK, OK: The XR sips no less fuel than the XE and commands a price premium. But it's in XR guise that the Aura really glows. We'd put its V6 up against that of any manufacturer in smoothness, powerband flexibility and sound quality. It's really a treat.
I want that trophy, so dance good
Shunning the numb electric assist of its Pontiac G6 brother, the Aura's more conventional hydraulic steering is well-weighted and linear. In our testing, the Aura circled the skid pad at 0.80g and hustled through the slalom at a respectable 64 mph, prompting our test driver to note: "A darned big surprise."
We wish we could say the same for the stoppers. Braking the 3542-pound Aura to a standstill from 60 mph required a longish 147 feet, nearly 20 feet longer than the last Sonata we tested.
Compared to a 2007 Camry we had on hand during the Aura's stay, the Aura exhibited better control of body motions without unduly compromising ride quality. In fact, the Aura's well-considered ride/handling compromise is one of its strong points, and that's even before taking into account the even better uplevel XR variant. Without the benefit of doing a full-on comparison test, we venture that — gruff powertrain aside — the Aura XE provides a driving experience that ranks up there with the front-runners of the class.
This is a tasty burger
Interior refinement, a much touted focus of the Aura's development, delivers the goods in many areas. Attractive soft-touch materials adorn the dash and the tops of the door panels, and the simple and effective cockpit layout is a breath of fresh air. Standard cloth seats provide very good comfort, and reddish-orange mood lighting adds a touch of class. There are a few too many high-gloss surfaces inside, though, including distractingly reflective chrome accents and shiny fake lacquered wood. Equally glossy silver plastic is available if faux wood's not your bag, baby.
Overall, the interior scores its biggest win in the NVH category, with wind and road noise isolation of cars costing much more. At a cruise, passing trucks register barely a whoosh inside, and high double-digit speeds are accompanied only by a mild A-pillar wind rustle. The pushrod V6 does get raucous at full throttle, however, registering 76.2 dB on our noise meter, and it doesn't sing the sonorous song of the 3.6-liter V6 found in the higher-zoot XR model.
Rear-seat accommodations are commendably spacious, thanks to the long 112-inch wheelbase. In addition to cleaning up the aerodynamics, the Aura's high rear deck lid helps to provide larger trunk space than the Camry or Accord, but not the Sonata.
Let's get down to brass tacks, gentlemen
It's not all sweetness and light, though. Quite literally — Saturn's fancy new LED instrument cluster was flakey on our test car, at times refusing to display any of the gauges until several minutes after startup. More attention to detail in the cabin would go a long way, too. For example, the ragged headliner edge in the rear and castanet-clackity PRNDL lever dimmed the Aura's aura and the corporate parts-bin steering wheel is on the large side.
So, now that the Aura is in the mix among affordable midsize sedans, would Mr. Wolfe approve? In the departing words to his hapless halfwits after he saved their bacon, Winston posed a prediction: "It's...your future. I see...a cab ride."
Sorry, Winston, but that's where you got it wrong. The Aura may not rock the midsize sedan segment at its core, but the Aura's moves, stately lines, much improved interior and low entry price make it worthy of strong consideration.
The manufacturer provided Edmunds this vehicle for the purposes of evaluation.
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