C'mon Saturn, You Can Do Better Than ThisRoad Test SummarySpecifications and PerformanceStereo Evaluation
Let's make one thing perfectly clear: The Saturn SC2 did not, like so many test cars of late, polarize our staff in any way. To say that this vehicle was considered unappealing across the board would be putting it mildly. Not that certain isolated features on this coupe weren't impressive. It has a third door; that's kinda cool. The vibrant yellow paint (a — gasp! — $250 option) managed to avoid looking either urine- or lemon-colored — another plus. Some of us even dug the exterior styling. Otherwise, we're afraid the accolades were few and far between for this three-door coupe.
When we entered the vehicle for the first time, the anemic "thud" issued by the closing door had us convinced that it hadn't shut tight. So we reopened it and slammed it shut with considerably more authority and — eegad! It sounded as if the whole car would come tumbling down around our ears. We noted that sturdy build quality would probably not prove to be this Saturn's forte.
Our suspicions were confirmed upon inspection of the interior. The auto shifter and e-brake both had a rickety, shoddy feel. The glove box door was flimsy and the roof had a tendency to creak onerously over bumps. Other minor quibbles focused on a cupholder insert that didn't quite fit properly and the carpet lining the bottom of the rear seat cupholders, which we suspect would be a nuisance to clean after inevitable drips and spills.
Most of us weren't much enamored with the interior design, either. The center stack is Spartan, but the effect is more dull than clean and crisp. Ditto for the gauges, although one editor appreciated the good-sized speedo and tachometer; he even compared them to those found on the Audi A4 and A6. The entire cabin was shrouded in a faded black color, and the fabric on the seats and doors had a distinctly unattractive brownish/grayish hue. Nighttime cabin illumination is an unpleasant, dirty yellow. All in all, the washed-out look of the interior contrasted sharply with the brilliant sunshine-inspired paint on the outside. We wish Saturn had just chosen a slick, midnight black and run with it.
Ergonomics aren't God-awful in the Saturn, but they aren't super either. Climate controls, though appropriately placed below the stereo, are set too low in the dash. A couple of drivers deemed the radio buttons too small, while one in particular was appalled by the bass/treble/fader/balance controls:
"You push a 'mode' button and then you get a line of dots, with some of the dots flashing to indicate where in the spectrum the chosen audio adjustment is set. Then you have to push either a '+' or a '-' button to adjust the flashing dots to move left or right. Did we mention that you are very likely DRIVING A CAR while trying to do this? I cannot believe Saturn even designed this system, let alone allowed it into production vehicles."
The rest of us weren't quite as vehement about this design. We didn't like how the e-brake handle inhibited our use of the automatic side mirror controls, though we did think the cubby in the center armrest was handy.
We wish we could give Saturn credit for relatively comfortable seats, but the sentiment wasn't universal. The front seats have good lateral and decent lumbar support, but one critic pointed out that, for a vehicle base-priced at over 16 grand, power lumbar support should be an optional, if not standard, feature. The foam hiding under the cost-cutting fabric of the rear seats looks cheap and prone to become warped and misshapen with age. Rear legroom is predictably minimal, and front legroom will prove tight for those over 6 feet.
Fewer blows were leveled at the SC2's exterior design; several of our editors liked it. While this writer didn't care much for the odd character lines that swept upward along the sides from front to back, and likened the wraparound rear taillight design to a pair of Oakleys, other critics gave Saturn credit for the sporty design. One editor stated his case poetically when he explained why the Saturn looks so good in yellow:
"It is a healthy shade that looks rich and doesn't try to apologize for its chosen pigment. The color looks much better on Porsches and BMWs, but it works surprisingly well on this coupe's sporty shape, which is the other aspect of the car I find likeable, if not loveable. It manages to look sleek without overstating its case."
But enough about how this car looks — does it by any chance make up for its shortcomings in terms of driving dynamics? C'mon, you guys — with a four-cylinder, 124-horsepower engine mated to a four-speed auto tranny, what do you think? Any "sporty" characteristics of this coupe begin and end with the exterior styling.
The SC2 comes equipped with a 1.9-liter, DOHC 16-valve engine. Our road test coordinator labeled the power off the line as "flat-out gutless," resulting in zero to 60 taking a leisurely 9.7 seconds. But power builds in the upper rev range, and the vehicle maintains velocity with competence once up to cruising speed. The tranny performed relatively competently. Under full throttle, the first- to second-gear shift occurred at 6,400 rpm, just short of redline, with second to third coming at 6,300. Upshifts were unobtrusive and downshifts timely. Our main beef with the automatic four-speed had to do with the lack of a first-gear detent. As one editor pointed out, "You can't hold it in low. What's the deal with that? All other GM cars I've driven had detents for all gears."
Several editors dismissed the steering as overly heavy and numb. Negotiating parking lots proved to be a chore and there was little communication from the front wheels when turning corners. Through the slalom, on the other hand, the heavy steering was reassuring, as the car was easy to keep under control. Unfortunately, though, we don't have numbers for this test due to equipment complications.
Braking performance was quite decent in the SC2, especially considering that it is equipped with discs only on the front wheels. Stopping from 60 to zero was achieved in a mannerly 122 feet. The ABS, a $695 option with traction control on our tester, kicked in with a clamor, but proved effective.
Handling was another disappointment with our Saturn Coupe. One editor asserted that driving the SC2 felt exactly like driving the SW2 Wagon we tested several months ago, which isn't surprising considering that it's the exact same car, but with a different body style. In terms of suspension, this car left virtually no impression on any of its drivers. A couple of drivers did note, though, that our much less expensive long-term Focus ZX3 is considerably more taut and offers superior road feel to this 19K, supposedly "sporty" coupe.
And as long as we're making comparisons, how about the Chevy Cavalier Z24 Coupe, with its larger, zippier engine and more affordable sticker when comparably equipped? Or, as long as we're talking upper teens here, how about a VW Golf GTI? Both of these cars are infinitely more appealing, especially when bang for the buck is figured into the equation.
But, what about that third door, huh? Isn't it nifty? The third door did prove especially useful for the driver to load stuff into the backseat. On the other hand, we think it would make more sense for passengers to get in on the passenger side, especially when the car happens to be parked on a busy street. Still, all things considered, it's a pretty trick concept. Now if Saturn could just build a better car around it…
When we entered the vehicle for the first time, the anemic "thud" issued by the closing door had us convinced that it hadn't shut tight. So we reopened it and slammed it shut with considerably more authority and — eegad! It sounded as if the whole car would come tumbling down around our ears. We noted that sturdy build quality would probably not prove to be this Saturn's forte.
Our suspicions were confirmed upon inspection of the interior. The auto shifter and e-brake both had a rickety, shoddy feel. The glove box door was flimsy and the roof had a tendency to creak onerously over bumps. Other minor quibbles focused on a cupholder insert that didn't quite fit properly and the carpet lining the bottom of the rear seat cupholders, which we suspect would be a nuisance to clean after inevitable drips and spills.
Most of us weren't much enamored with the interior design, either. The center stack is Spartan, but the effect is more dull than clean and crisp. Ditto for the gauges, although one editor appreciated the good-sized speedo and tachometer; he even compared them to those found on the Audi A4 and A6. The entire cabin was shrouded in a faded black color, and the fabric on the seats and doors had a distinctly unattractive brownish/grayish hue. Nighttime cabin illumination is an unpleasant, dirty yellow. All in all, the washed-out look of the interior contrasted sharply with the brilliant sunshine-inspired paint on the outside. We wish Saturn had just chosen a slick, midnight black and run with it.
Ergonomics aren't God-awful in the Saturn, but they aren't super either. Climate controls, though appropriately placed below the stereo, are set too low in the dash. A couple of drivers deemed the radio buttons too small, while one in particular was appalled by the bass/treble/fader/balance controls:
"You push a 'mode' button and then you get a line of dots, with some of the dots flashing to indicate where in the spectrum the chosen audio adjustment is set. Then you have to push either a '+' or a '-' button to adjust the flashing dots to move left or right. Did we mention that you are very likely DRIVING A CAR while trying to do this? I cannot believe Saturn even designed this system, let alone allowed it into production vehicles."
The rest of us weren't quite as vehement about this design. We didn't like how the e-brake handle inhibited our use of the automatic side mirror controls, though we did think the cubby in the center armrest was handy.
We wish we could give Saturn credit for relatively comfortable seats, but the sentiment wasn't universal. The front seats have good lateral and decent lumbar support, but one critic pointed out that, for a vehicle base-priced at over 16 grand, power lumbar support should be an optional, if not standard, feature. The foam hiding under the cost-cutting fabric of the rear seats looks cheap and prone to become warped and misshapen with age. Rear legroom is predictably minimal, and front legroom will prove tight for those over 6 feet.
Fewer blows were leveled at the SC2's exterior design; several of our editors liked it. While this writer didn't care much for the odd character lines that swept upward along the sides from front to back, and likened the wraparound rear taillight design to a pair of Oakleys, other critics gave Saturn credit for the sporty design. One editor stated his case poetically when he explained why the Saturn looks so good in yellow:
"It is a healthy shade that looks rich and doesn't try to apologize for its chosen pigment. The color looks much better on Porsches and BMWs, but it works surprisingly well on this coupe's sporty shape, which is the other aspect of the car I find likeable, if not loveable. It manages to look sleek without overstating its case."
But enough about how this car looks — does it by any chance make up for its shortcomings in terms of driving dynamics? C'mon, you guys — with a four-cylinder, 124-horsepower engine mated to a four-speed auto tranny, what do you think? Any "sporty" characteristics of this coupe begin and end with the exterior styling.
The SC2 comes equipped with a 1.9-liter, DOHC 16-valve engine. Our road test coordinator labeled the power off the line as "flat-out gutless," resulting in zero to 60 taking a leisurely 9.7 seconds. But power builds in the upper rev range, and the vehicle maintains velocity with competence once up to cruising speed. The tranny performed relatively competently. Under full throttle, the first- to second-gear shift occurred at 6,400 rpm, just short of redline, with second to third coming at 6,300. Upshifts were unobtrusive and downshifts timely. Our main beef with the automatic four-speed had to do with the lack of a first-gear detent. As one editor pointed out, "You can't hold it in low. What's the deal with that? All other GM cars I've driven had detents for all gears."
Several editors dismissed the steering as overly heavy and numb. Negotiating parking lots proved to be a chore and there was little communication from the front wheels when turning corners. Through the slalom, on the other hand, the heavy steering was reassuring, as the car was easy to keep under control. Unfortunately, though, we don't have numbers for this test due to equipment complications.
Braking performance was quite decent in the SC2, especially considering that it is equipped with discs only on the front wheels. Stopping from 60 to zero was achieved in a mannerly 122 feet. The ABS, a $695 option with traction control on our tester, kicked in with a clamor, but proved effective.
Handling was another disappointment with our Saturn Coupe. One editor asserted that driving the SC2 felt exactly like driving the SW2 Wagon we tested several months ago, which isn't surprising considering that it's the exact same car, but with a different body style. In terms of suspension, this car left virtually no impression on any of its drivers. A couple of drivers did note, though, that our much less expensive long-term Focus ZX3 is considerably more taut and offers superior road feel to this 19K, supposedly "sporty" coupe.
And as long as we're making comparisons, how about the Chevy Cavalier Z24 Coupe, with its larger, zippier engine and more affordable sticker when comparably equipped? Or, as long as we're talking upper teens here, how about a VW Golf GTI? Both of these cars are infinitely more appealing, especially when bang for the buck is figured into the equation.
But, what about that third door, huh? Isn't it nifty? The third door did prove especially useful for the driver to load stuff into the backseat. On the other hand, we think it would make more sense for passengers to get in on the passenger side, especially when the car happens to be parked on a busy street. Still, all things considered, it's a pretty trick concept. Now if Saturn could just build a better car around it…
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