"Saturn is growing up," according to company president Cynthia Trudell. That's the message Saturn is sending to its current (and future) customers with the introduction of the 2000 L-Series. Since 1990, the company has sold more than 2 million of its S-Series cars, which compete in the small car and sport segments. While this segment accounts for a healthy 17 percent of the total market, the midsize segment, where cars like the Accord, Camry and Taurus are king, makes up another 24 percent of new-vehicle sales. Needless to say, Saturn would like a piece of this lucrative pie. And, by offering a midsize model, the company will more than double its size, sales volume and market share.
To meet the needs of this growing company, the GM plant in Wilmington, Del., has been turned over to Saturn and a complete refurbishment, to the tune of $550 million, has taken place over the last three years. With this kind of investment in time and resources, it seems clear that Saturn is serious about competing in more than just the small-car field.
But there's more to this midsize thing than just stealing some business from Honda, Toyota and Ford. Company research showed that the majority of Saturn's customers wanted to stay with Saturn when their needs outgrew the small-car market. However, with no midsize offerings, they had to look elsewhere as the child safety seats and baby paraphernalia piled up. Saturn now hopes to retain these customers with the L-Series while simultaneously bringing some of its previous small-car buyers (who have since moved on to other makes) "home." A 40-percent loyalty rating among its customers supports this reasoning.
Yet in the highly competitive midsize segment, already swollen with more than 20 different models, it will take more than a loyal following and positive dealer experience for Saturn to have an impact. The L-Series will be up against some of the best-selling cars on the planet, many of which have a strong following of their own. Can the new L-Series run with these "big dogs"? In our pleasantly surprised opinion, the answer is yes.
For starters, you should know that the L-Series is not all Saturn. It has strong ties to the Opel Vectra currently sold in Europe. At the same time, however, this Saturn in not a re-badged Vectra, as some automotive publications have previously suggested. During our time with the Saturn people they showed us a busboy-sized tray of parts that will swap between the two vehicles. These included items like a windshield washer reservoir, rearview mirror, and various fasteners. We saw no engine or suspension parts, and certainly no body panels, in that tray. Further discussion with the L-Series' engineers confirmed that, while the Vectra made for a strong starting point, the German car's engine specs, suspension tuning, seating arrangement, interior layout and exterior dimensions would not work for a successful Saturn vehicle.
After spending a couple hundred miles in both the L-Series Sedan and Wagon, we can tell you that Saturn did an excellent job of retaining the Opel's best traits (including positive road feel and a well-damped suspension) while successfully injecting a Saturn persona into the car. The headlight and taillight regions, for instance, display the trademark Saturn "swoopiness" that has been an integral part of the company's styling since day one. However, a new twist on the front parking lights, with their narrow, pea-pod shape, makes for a nice update that will carry the L-Series into the next millennium with style. The outer body continues to use Saturn's plastic, dent-resistant panels on the fenders and doors, but the rear quarter panels are of steel to help meet the larger car's structural needs.
Three trim levels are available for the Sedan, ranging from the base LS to the midlevel LS1 to the top-line, V6-equipped LS2. For wagon buyers, two trim levels are offered: the LW1 with a standard four-cylinder engine and the highline LW2 with a standard V6. The four-cylinder sedans can be ordered with either an automatic or manual transmission. Both Wagons and the LS2 Sedan come with automatic-only trannys.
Dimensionally, the L-Series slots into the midsize category with a 106.5-inch wheelbase (longer than a Camry, shorter than an Accord), an overall length of 190.4 inches (slightly longer than both the Accord and Camry) and a 69-inch overall width (slightly narrower than the Honda and Toyota). Interior dimensions such as head, hip, and legroom are also on par with the competition, but at 17.5 cubic feet of cargo space, the L-Series Sedan beats everything in its class for hauling ability.
Once inside the LS Sedan, these dimensions play out in adequate, but not abundant, passenger room. Front legroom is sufficient for a 6-foot adult, but if a 6-foot adult is also seated in the second row, legroom (or more specifically, foot room) is tight. The seats offer supportive padding with minimal side bolstering. They come covered in either a soft cloth on base models or an optional leather material, both of which impressed us with its high-quality look and feel. Six-way power adjustable seats are available as an option, as are heated seats and a leather-wrapped steering wheel. We also liked the supple headliner and door panel material, but would have preferred a softer, less "plasticky" dash pad.
From a design standpoint, the L-Series is refreshingly simple and straightforward compared to many of its American and European competitors. The climate controls consist of three clearly labeled dials and three large buttons while the radio also uses similarly large buttons (but unfortunately a small main dial). Power windows are standard on all but the base LS Sedan, but the location of their switches (in the center console rather than on the door) took some getting used to. Stalk controls are an easy reach from the steering wheel, and the steering wheel-mounted cruise controls add a nice touch. Certain automakers could take a hint from Saturn: Instead of trying to reinvent the wheel, just give us logical, well-placed and easy-to-use interior controls.
As impressed as we were with the interior design and overall look and feel of the L-Series, it wasn't until we got the cars rolling that their true strengths surfaced. These cars have a real driver's feel! Saturn may want to avoid the "rebadged Opel" characterization in terms of the model's total package, but from an enthusiast's standpoint, they should tout its European-based heritage. The MacPherson-strut front suspension and multi-link independent rear, along with gas-pressurized shocks featuring hydraulic, multi-stage valving, combine for a smooth yet communicative ride. Saturn also utilized a front subframe that is separated from the body structure with the use of six isolators. This design not only reduces the amount of road noise entering the cabin, but also provides additional crash protection during a severe front impact. You won't mistake an L-Series for a BMW or Porsche, but Honda and Toyota might want to take note.
Powering the base model Sedans and Wagon is an all-new 2.2-liter twin-cam four cylinder. This engine makes 137 horsepower at 5,800 rpm and 135 foot-pounds of torque at 3,400 rpm. These numbers put the Saturn on equal footing with Accord and Camry in terms of horsepower, but down a bit on torque. More troubling are the numbers for the L-Series' 3.0-liter V6. At 182 max horsepower and 184 maximum foot-pounds of torque, the LS2 Sedan and LW2 Wagon are noticeably down compared to an Accord EX Sedan (200 horsepower/195 foot-pounds of torque) and Toyota Camry V6 (200 horsepower/214 foot-pounds of torque). We can honestly say that neither engine felt anemic or underpowered, but we didn't drive them back-to-back with a similarly equipped Honda or Toyota, either. Saturn reports a zero-to-60 time for the LS1 Sedan to be 9.5 seconds with a manual transmission and 9.8 seconds for the automatic. The LS2 Sedan (with its standard V6 and automatic-only transmission) is supposed to reach 60 mph in 8.5 seconds.
Stopping power is another L-Series strong suit with power-assisted front disc and rear drum brakes on LS, LS1 and LW1 models. Uplevel LS2 and LW2 models get standard four-wheel disc brakes and all models can be ordered with an optional ABS system that incorporates traction control for improved stopping and starting on slick surfaces. This system controls power delivery by altering engine timing, fuel control, transmission ratio and dynamic braking. Since the V6 engine utilizes drive-by-wire technology, throttle position information is fully integrated into the traction control and ABS functioning on LS2 and LW2 models. A "Tractive Active" light flashes on the gauge cluster to inform drivers when the system is engaged, and an on/off switch is provided for those who think they can outsmart the computer.
In addition to the V6 engine and automatic transmission, LS2 and LW2 models get 16-inch alloy wheels, a leather-wrapped steering wheel, fog lamps, interior courtesy lights and an adjustable driver's seat lumbar support as standard equipment. Both Wagon models come with a cargo net, cargo-area lamp, rear decklid spoiler and roof rack.
With the L-Series, Saturn has entered one of the most hotly contested segments of the automotive market. We applaud their first effort and feel that the company's combination of customer service and quality product will succeed in retaining Saturn's current buyers, as well as draw buyers away from Ford, Honda, Toyota and Volkswagen. When you look at the strength of those competitors' existing product, that's quite a statement.
To meet the needs of this growing company, the GM plant in Wilmington, Del., has been turned over to Saturn and a complete refurbishment, to the tune of $550 million, has taken place over the last three years. With this kind of investment in time and resources, it seems clear that Saturn is serious about competing in more than just the small-car field.
But there's more to this midsize thing than just stealing some business from Honda, Toyota and Ford. Company research showed that the majority of Saturn's customers wanted to stay with Saturn when their needs outgrew the small-car market. However, with no midsize offerings, they had to look elsewhere as the child safety seats and baby paraphernalia piled up. Saturn now hopes to retain these customers with the L-Series while simultaneously bringing some of its previous small-car buyers (who have since moved on to other makes) "home." A 40-percent loyalty rating among its customers supports this reasoning.
Yet in the highly competitive midsize segment, already swollen with more than 20 different models, it will take more than a loyal following and positive dealer experience for Saturn to have an impact. The L-Series will be up against some of the best-selling cars on the planet, many of which have a strong following of their own. Can the new L-Series run with these "big dogs"? In our pleasantly surprised opinion, the answer is yes.
For starters, you should know that the L-Series is not all Saturn. It has strong ties to the Opel Vectra currently sold in Europe. At the same time, however, this Saturn in not a re-badged Vectra, as some automotive publications have previously suggested. During our time with the Saturn people they showed us a busboy-sized tray of parts that will swap between the two vehicles. These included items like a windshield washer reservoir, rearview mirror, and various fasteners. We saw no engine or suspension parts, and certainly no body panels, in that tray. Further discussion with the L-Series' engineers confirmed that, while the Vectra made for a strong starting point, the German car's engine specs, suspension tuning, seating arrangement, interior layout and exterior dimensions would not work for a successful Saturn vehicle.
After spending a couple hundred miles in both the L-Series Sedan and Wagon, we can tell you that Saturn did an excellent job of retaining the Opel's best traits (including positive road feel and a well-damped suspension) while successfully injecting a Saturn persona into the car. The headlight and taillight regions, for instance, display the trademark Saturn "swoopiness" that has been an integral part of the company's styling since day one. However, a new twist on the front parking lights, with their narrow, pea-pod shape, makes for a nice update that will carry the L-Series into the next millennium with style. The outer body continues to use Saturn's plastic, dent-resistant panels on the fenders and doors, but the rear quarter panels are of steel to help meet the larger car's structural needs.
Three trim levels are available for the Sedan, ranging from the base LS to the midlevel LS1 to the top-line, V6-equipped LS2. For wagon buyers, two trim levels are offered: the LW1 with a standard four-cylinder engine and the highline LW2 with a standard V6. The four-cylinder sedans can be ordered with either an automatic or manual transmission. Both Wagons and the LS2 Sedan come with automatic-only trannys.
Dimensionally, the L-Series slots into the midsize category with a 106.5-inch wheelbase (longer than a Camry, shorter than an Accord), an overall length of 190.4 inches (slightly longer than both the Accord and Camry) and a 69-inch overall width (slightly narrower than the Honda and Toyota). Interior dimensions such as head, hip, and legroom are also on par with the competition, but at 17.5 cubic feet of cargo space, the L-Series Sedan beats everything in its class for hauling ability.
Once inside the LS Sedan, these dimensions play out in adequate, but not abundant, passenger room. Front legroom is sufficient for a 6-foot adult, but if a 6-foot adult is also seated in the second row, legroom (or more specifically, foot room) is tight. The seats offer supportive padding with minimal side bolstering. They come covered in either a soft cloth on base models or an optional leather material, both of which impressed us with its high-quality look and feel. Six-way power adjustable seats are available as an option, as are heated seats and a leather-wrapped steering wheel. We also liked the supple headliner and door panel material, but would have preferred a softer, less "plasticky" dash pad.
From a design standpoint, the L-Series is refreshingly simple and straightforward compared to many of its American and European competitors. The climate controls consist of three clearly labeled dials and three large buttons while the radio also uses similarly large buttons (but unfortunately a small main dial). Power windows are standard on all but the base LS Sedan, but the location of their switches (in the center console rather than on the door) took some getting used to. Stalk controls are an easy reach from the steering wheel, and the steering wheel-mounted cruise controls add a nice touch. Certain automakers could take a hint from Saturn: Instead of trying to reinvent the wheel, just give us logical, well-placed and easy-to-use interior controls.
As impressed as we were with the interior design and overall look and feel of the L-Series, it wasn't until we got the cars rolling that their true strengths surfaced. These cars have a real driver's feel! Saturn may want to avoid the "rebadged Opel" characterization in terms of the model's total package, but from an enthusiast's standpoint, they should tout its European-based heritage. The MacPherson-strut front suspension and multi-link independent rear, along with gas-pressurized shocks featuring hydraulic, multi-stage valving, combine for a smooth yet communicative ride. Saturn also utilized a front subframe that is separated from the body structure with the use of six isolators. This design not only reduces the amount of road noise entering the cabin, but also provides additional crash protection during a severe front impact. You won't mistake an L-Series for a BMW or Porsche, but Honda and Toyota might want to take note.
Powering the base model Sedans and Wagon is an all-new 2.2-liter twin-cam four cylinder. This engine makes 137 horsepower at 5,800 rpm and 135 foot-pounds of torque at 3,400 rpm. These numbers put the Saturn on equal footing with Accord and Camry in terms of horsepower, but down a bit on torque. More troubling are the numbers for the L-Series' 3.0-liter V6. At 182 max horsepower and 184 maximum foot-pounds of torque, the LS2 Sedan and LW2 Wagon are noticeably down compared to an Accord EX Sedan (200 horsepower/195 foot-pounds of torque) and Toyota Camry V6 (200 horsepower/214 foot-pounds of torque). We can honestly say that neither engine felt anemic or underpowered, but we didn't drive them back-to-back with a similarly equipped Honda or Toyota, either. Saturn reports a zero-to-60 time for the LS1 Sedan to be 9.5 seconds with a manual transmission and 9.8 seconds for the automatic. The LS2 Sedan (with its standard V6 and automatic-only transmission) is supposed to reach 60 mph in 8.5 seconds.
Stopping power is another L-Series strong suit with power-assisted front disc and rear drum brakes on LS, LS1 and LW1 models. Uplevel LS2 and LW2 models get standard four-wheel disc brakes and all models can be ordered with an optional ABS system that incorporates traction control for improved stopping and starting on slick surfaces. This system controls power delivery by altering engine timing, fuel control, transmission ratio and dynamic braking. Since the V6 engine utilizes drive-by-wire technology, throttle position information is fully integrated into the traction control and ABS functioning on LS2 and LW2 models. A "Tractive Active" light flashes on the gauge cluster to inform drivers when the system is engaged, and an on/off switch is provided for those who think they can outsmart the computer.
In addition to the V6 engine and automatic transmission, LS2 and LW2 models get 16-inch alloy wheels, a leather-wrapped steering wheel, fog lamps, interior courtesy lights and an adjustable driver's seat lumbar support as standard equipment. Both Wagon models come with a cargo net, cargo-area lamp, rear decklid spoiler and roof rack.
With the L-Series, Saturn has entered one of the most hotly contested segments of the automotive market. We applaud their first effort and feel that the company's combination of customer service and quality product will succeed in retaining Saturn's current buyers, as well as draw buyers away from Ford, Honda, Toyota and Volkswagen. When you look at the strength of those competitors' existing product, that's quite a statement.
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