Saturn has continually portrayed itself as a "different kind of car company." Initially that meant no-haggle pricing and friendly salespeople, but lately the difference between Saturn and other carmakers has been a conspicuous lack of new or redesigned models.
Saturn had begun to pick up the pace as of late with the introduction of the Vue sport-utility, a freshened L-Series and now the Ion, a replacement for the aging S-Series, but is this recent push too little too late to save the obnoxiously folksy car company?
Unlike the early '90s when the original Saturn S-Series sedan debuted, the economy car segment is now awash in numerous excellent sedans. The Ion comes to the table with a class-leading four-cylinder engine, advanced safety equipment and a funky style that won't leave it lost in a crowd. But after our week-long test-drive, the Ion failed to convince us that it's the new standard for the category or that it's the standard in any category for that matter.
We say this after tooling around town behind the wheel of a Silver Blue Ion 3 with a five-speed automatic transmission. Instead of nonsensical letter combinations to designate the various trim lines, the Ion uses a simple numerical system to define the three available models. The uplevel "3" comes standard with basic amenities like air conditioning; power windows, locks and mirrors; cruise control; and a CD stereo.
Interior design has never been one of Saturn's strong suits and the Ion doesn't do much to change that perception. A center-mounted instrument cluster attempts to give the Ion a nontraditional look, but it tends to be more of a distraction than a notable improvement. Saturn claims that it allows for a wider range of steering wheel adjustment given the fact that you needn't worry about covering up the gauges, but we would have preferred a traditionally positioned cluster and a steering wheel that telescopes instead of just tilts for optimum comfort.
And speaking of comfort, the Ion's seats leave much to be desired as well. With virtually no side bolstering of any kind and seat backs that are as flat as the bottom cushion they complement, an uncomfortable backside becomes a reality after as little as an hour in the saddle. A seat height adjuster does allow for the accommodation of a wide range of driver heights, but no matter how comfortable you may be at the start of a trip you're practically guaranteed to be hurting in the end (awful pun fully intended).
Apart from these misgivings, the Ion's interior design is otherwise inoffensive if not impressive. The climate control system uses a simple three-dial setup and the radio faceplate is easy to reach and well laid out. A tuning knob in place of the tonal adjuster would be a big improvement, but overall the stereo's design and sound quality seemed adequate. Interior storage could be improved as the center console is on the small side and the driver's change drawer is awkwardly placed. We also concluded that the placement of the cupholders directly in front of the gearshift lever is a bad idea as you're apt to knock the tops off your Big Gulps every time you put the car in "Park."
Since safety is one of Saturn's hallmarks it's no surprise that the Ion features dual-stage airbags for the driver and front passenger along with advanced seatbelts with load limiters and pre-tensioners. An optional head curtain airbag system is a first for this category, providing improved head and neck protection in side-impact collisions. The OnStar communications system is also an available option — another first for the segment.
Cabin functionality is enhanced through the addition of a flat-folding front passenger seat that allows the Ion to swallow longer items when used in conjunction with the split-folding bench in the rear. The Ion also offers the most trunk space in its class at 14.7 cubic feet. Passenger room is average for the most part, with the Ion boasting best-in-class front headroom but considerably less rear legroom than either the Ford Focus or Toyota Corolla.
To find an area in which the Ion not only compares favorably but leads the class, you need only glance under the hood. There you'll find the Ion's one and only engine, a 2.2-liter, all-aluminum Ecotec four-cylinder. With 140 horsepower and 145 pound-feet of torque, the Ecotec gives the Ion a considerable edge over its competitors in both horsepower and torque. The Ion is also the only economy sedan to offer a five-speed automatic transmission (a five-speed manual and a CVT automatic are optional).
Unfortunately, the power advantage of the Ecotec doesn't translate directly into best-in-class numbers at the track. We recorded a 0-to-60 time of 9.9 seconds, a run that would have placed it deep in the pack of our most recent economy sedan comparison test. To its credit, we found the Ecotec engine smooth and willing to rev without delivering the harshness typical of many four-cylinders. Some staffers expressed concern that the Ion didn't seem as lively as some of GM's other economy cars with the same engine, an observation we couldn't explain considering that the Ion's five-speed automatic is designed to extract even better performance from the diminutive power plant.
Under most conditions, the transmission delivers crisp shifts but we did notice some occasional confusion that resulted in jerky applications of power. Most editors also agreed that Saturn's strange method of gear labeling (letters instead of numbers) is confusing and would be better off with simple number designations.
Fuel economy over the week averaged 24 mpg, a bit on the low side of its EPA estimates but a typical result of our particular driving styles. We did, however, note that although the five-speed transmission claims to deliver superior fuel economy, the Ion's mileage ratings are identical to the Chevrolet Cavalier, a sedan that uses the same Ecotec engine but couples it with a four-speed automatic instead.
Most economy cars ride and handle in a manner that is neither sporty nor plush and the Ion is no exception. Rough pavement doesn't do much to upset the body but larger potholes will send a considerable shock through the chassis. The ride quality at highway speeds is commendable but the steering is heavier than it should be and there's not much feel for the road through the wheel.
More troubling than any minor steering complaints is the Ion's general feeling of frailty. The lack of insulation allows you to hear every crack in the pavement even if the suspension adequately smoothes them out; and although we noticed only a few minor creaks and rattles, the interior trim panels are poorly anchored and of unimpressive quality. While we certainly don't expect the cabin to look or feel like a luxury car for $16K, compared to similarly priced cars in this segment the Ion feels considerably cheaper and less well put together.
Economy sedans have never been about anything more than basic transportation. While the Ion may offer a few exclusive features and a more expressive exterior design than its competitors, it fails to outshine any of them in the more rudimentary elements of performance, quality and refinement.
These might be excusable offenses if the Ion cost significantly less, but at $16,395 our Ion 3 test car was no bargain. For that price there are several sedans we would consider first, namely the Nissan Sentra GXE, Ford Focus SE with Zetec and the Toyota Corolla LE. These cars have nearly identical sticker prices yet they offer higher-quality interior materials, more comfortable seats, longer drivetrain warranties and superior levels of refinement.
There's little doubt that the Ion is a giant leap forward as Saturn's entry-level offering, but in a category that values simplicity, reliability and value above all else the Ion's unique character isn't strong enough to overshadow its notable deficiencies.
Saturn had begun to pick up the pace as of late with the introduction of the Vue sport-utility, a freshened L-Series and now the Ion, a replacement for the aging S-Series, but is this recent push too little too late to save the obnoxiously folksy car company?
Unlike the early '90s when the original Saturn S-Series sedan debuted, the economy car segment is now awash in numerous excellent sedans. The Ion comes to the table with a class-leading four-cylinder engine, advanced safety equipment and a funky style that won't leave it lost in a crowd. But after our week-long test-drive, the Ion failed to convince us that it's the new standard for the category or that it's the standard in any category for that matter.
We say this after tooling around town behind the wheel of a Silver Blue Ion 3 with a five-speed automatic transmission. Instead of nonsensical letter combinations to designate the various trim lines, the Ion uses a simple numerical system to define the three available models. The uplevel "3" comes standard with basic amenities like air conditioning; power windows, locks and mirrors; cruise control; and a CD stereo.
Interior design has never been one of Saturn's strong suits and the Ion doesn't do much to change that perception. A center-mounted instrument cluster attempts to give the Ion a nontraditional look, but it tends to be more of a distraction than a notable improvement. Saturn claims that it allows for a wider range of steering wheel adjustment given the fact that you needn't worry about covering up the gauges, but we would have preferred a traditionally positioned cluster and a steering wheel that telescopes instead of just tilts for optimum comfort.
And speaking of comfort, the Ion's seats leave much to be desired as well. With virtually no side bolstering of any kind and seat backs that are as flat as the bottom cushion they complement, an uncomfortable backside becomes a reality after as little as an hour in the saddle. A seat height adjuster does allow for the accommodation of a wide range of driver heights, but no matter how comfortable you may be at the start of a trip you're practically guaranteed to be hurting in the end (awful pun fully intended).
Apart from these misgivings, the Ion's interior design is otherwise inoffensive if not impressive. The climate control system uses a simple three-dial setup and the radio faceplate is easy to reach and well laid out. A tuning knob in place of the tonal adjuster would be a big improvement, but overall the stereo's design and sound quality seemed adequate. Interior storage could be improved as the center console is on the small side and the driver's change drawer is awkwardly placed. We also concluded that the placement of the cupholders directly in front of the gearshift lever is a bad idea as you're apt to knock the tops off your Big Gulps every time you put the car in "Park."
Since safety is one of Saturn's hallmarks it's no surprise that the Ion features dual-stage airbags for the driver and front passenger along with advanced seatbelts with load limiters and pre-tensioners. An optional head curtain airbag system is a first for this category, providing improved head and neck protection in side-impact collisions. The OnStar communications system is also an available option — another first for the segment.
Cabin functionality is enhanced through the addition of a flat-folding front passenger seat that allows the Ion to swallow longer items when used in conjunction with the split-folding bench in the rear. The Ion also offers the most trunk space in its class at 14.7 cubic feet. Passenger room is average for the most part, with the Ion boasting best-in-class front headroom but considerably less rear legroom than either the Ford Focus or Toyota Corolla.
To find an area in which the Ion not only compares favorably but leads the class, you need only glance under the hood. There you'll find the Ion's one and only engine, a 2.2-liter, all-aluminum Ecotec four-cylinder. With 140 horsepower and 145 pound-feet of torque, the Ecotec gives the Ion a considerable edge over its competitors in both horsepower and torque. The Ion is also the only economy sedan to offer a five-speed automatic transmission (a five-speed manual and a CVT automatic are optional).
Unfortunately, the power advantage of the Ecotec doesn't translate directly into best-in-class numbers at the track. We recorded a 0-to-60 time of 9.9 seconds, a run that would have placed it deep in the pack of our most recent economy sedan comparison test. To its credit, we found the Ecotec engine smooth and willing to rev without delivering the harshness typical of many four-cylinders. Some staffers expressed concern that the Ion didn't seem as lively as some of GM's other economy cars with the same engine, an observation we couldn't explain considering that the Ion's five-speed automatic is designed to extract even better performance from the diminutive power plant.
Under most conditions, the transmission delivers crisp shifts but we did notice some occasional confusion that resulted in jerky applications of power. Most editors also agreed that Saturn's strange method of gear labeling (letters instead of numbers) is confusing and would be better off with simple number designations.
Fuel economy over the week averaged 24 mpg, a bit on the low side of its EPA estimates but a typical result of our particular driving styles. We did, however, note that although the five-speed transmission claims to deliver superior fuel economy, the Ion's mileage ratings are identical to the Chevrolet Cavalier, a sedan that uses the same Ecotec engine but couples it with a four-speed automatic instead.
Most economy cars ride and handle in a manner that is neither sporty nor plush and the Ion is no exception. Rough pavement doesn't do much to upset the body but larger potholes will send a considerable shock through the chassis. The ride quality at highway speeds is commendable but the steering is heavier than it should be and there's not much feel for the road through the wheel.
More troubling than any minor steering complaints is the Ion's general feeling of frailty. The lack of insulation allows you to hear every crack in the pavement even if the suspension adequately smoothes them out; and although we noticed only a few minor creaks and rattles, the interior trim panels are poorly anchored and of unimpressive quality. While we certainly don't expect the cabin to look or feel like a luxury car for $16K, compared to similarly priced cars in this segment the Ion feels considerably cheaper and less well put together.
Economy sedans have never been about anything more than basic transportation. While the Ion may offer a few exclusive features and a more expressive exterior design than its competitors, it fails to outshine any of them in the more rudimentary elements of performance, quality and refinement.
These might be excusable offenses if the Ion cost significantly less, but at $16,395 our Ion 3 test car was no bargain. For that price there are several sedans we would consider first, namely the Nissan Sentra GXE, Ford Focus SE with Zetec and the Toyota Corolla LE. These cars have nearly identical sticker prices yet they offer higher-quality interior materials, more comfortable seats, longer drivetrain warranties and superior levels of refinement.
There's little doubt that the Ion is a giant leap forward as Saturn's entry-level offering, but in a category that values simplicity, reliability and value above all else the Ion's unique character isn't strong enough to overshadow its notable deficiencies.
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