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

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

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, it's got momentum on its side. GM is hoping to see the same results with a revitalized Saturn, its other import fighting brand.

While Saturn's relatively small dealer network (at just over 60 retailers) 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 Toyota's new Camry, Honda's recently

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

updated Accord and Hyundai's hot-selling 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 Chevy's Malibu and Malibu Maxx, Pontiac's G6, G6 Coupe and G6 Convertible, and Saab's 9-3 sedan, 9-3 Cabrio and SportCombi, only the upscale Saab looks and feels more European than the AURA. Saturn's 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 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 haven't already heard, includes one of the highest customer satisfaction records in the industry

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

that begins with its non-pressure, no haggle pricing policy. Therefore, you can walk into your local Saturn dealership and lay down $24,990 on the well-equipped XE model or $30,985 on the top-line (for now) XR, without having to worry about going through the, "I just have to pass this offer by my manager" song and dance - unless you've got a trade that is. To most people, Saturn's more relaxed buying experience is worth the price of entry alone.

Unlike the previous L200 and L300, mind you, the new AURA won't 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 brand's entry-level model of the era. It's just that the AURA is so much better in every way, that I'd rather not even bother reminiscing about Saturn's cars gone by.

Firstly, it's extremely good looking. Not everyone likes the AURA's over-the-top

There's plenty of glitter adorning the new AURA. (Photo: Trevor Hofmann, Canadian 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 isn't 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 that's been breathed on by one of the SEMA chop shops.

Come to think of it, I would be surprised if this year's SEMA show wasn't littered with new Saturns, from the AURA, if enough were made available to tuners in time for preparation, to the new SKY, and better yet, SKY Red Line. Like Saturn's 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 car's top-line powertrain leaves little to be desired. Stuffed under the sleek hood is a version of GM's 3.6-litre,

The AURA's 3.6-litre V6 is a jewel. (Photo: Trevor Hofmann, Canadian Auto Press)

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 engine's 252 horsepower and 247 lb-ft of torque. Acceleration is brisk, and fortunately GM's Stabilitrak electronic

No manual mode? Don't worry, this slick six-speed automatic features paddle-shifters on the steering column. (Photo: Trevor Hofmann, Canadian Auto Press)

traction and stability control is included so that it remains that way no matter the weather conditions.

I can't say I'm as enamored with the base 3.5-litre with 12 overhead valves, but not just because it makes less horsepower at 224 and less torque at 220 lb-ft, or because it doesn't 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 don't care much about cutting the perfect apex won't even notice the difference between the two drivetrains, but those who were born and raised on European performance cars won't want anything less than the 3.6-litre V6 and six-speed gearbox, plus the associated wheel, tire and suspension upgrades that come along for the ride.

Yes,

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

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 it's 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 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, it's at-the-limit prowess all begins to come clear.


Speaking of those fastidious Europeans, of which my stalk originates, I don't think there will be too many complaints about

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

the quality of the new car's interior materials, fit and finish or switchgear. Granted, the steering wheel mounted switches and centre stack controls are standard GM fare, so there's not much different here than on any number of new Buicks, Chevys or Pontiacs. Still, it should be mentioned that the quality of each knob and button is first rate for this class, and equal to that in some premium brands. GM has made giant strides in this area, and should be commended for the effort and resulting end product. Saturn has upped the premium experience from lesser GM brands by including a really nice woven headliner that extends all the way forward, over the A-pillars - only Volkswagen goes this far to give their entry-level premium customers the full premium experience. Climb into a Chrysler 300C, Ford Fusion or Toyota Camry and the A-pillars are covered with hard plastic shells. Again, some people won't care, but it matters to me. I guess this is why I was a bit dismayed to see that the interior design team hadn't come up with as sophisticated a solution for finishing off the edge of the immense

The Morocco Brown hides vault the AURA into a higher class. (Photo: Jonathan Yarkony, Canadian Auto Press)

panoramic sunroof, which gets a thick plastic edging rather than the much more finished look of seamlessly tucking the headliner up behind the opening. C'est la vie, you can't win 'em all.

My top-line tester came with a more traditional black leather interior than the available camel-coloured hides, and while the car I drove around in looked plenty nice I think I'd opt for the special upgrade and have something truly unique to show off. I was a big fan of the baseball glove leather (and stitching) in the Audi TT, and Saturn's variation reminds me a bit of this fashion leader when the seats and trim are covered in what the GM division calls Morocco Brown. Saturn and Audi aren't alone in offering such natural looking leather upgrades either, as Jeep also sells something similar in its range-topping Commander while some premium brands, including Infiniti, have offered camel-coloured leather for years. The leather quality, whether brown or black (Ebony in Saturn-speak), feels much richer

An attractive cloth comes standard. (Photo: Trevor Hofmann, Canadian Auto Press)

than any previous Saturn, or for that matter most competitors in the AURA's class, adding to the car's upscale ambience. Get the dash appliqué in faux silver, mind you, as the fake plastic wood doesn't cut do the car any favours.

Of course, Saturn offers plenty more optional items than just variations in dash trim and leather colour, although it truly shines when adding up standard features. Those who opt for the base XE model get the aforementioned V6 engine package, plus four-wheel ABS-enhanced disc brakes, 17-inch alloy wheels riding on P225/50R17 all-season tires, traction and stability control, plus airbags up front, as well as curtain-type airbags for all outside passengers. Air conditioning is also standard, as are power windows, locks with remote keyless access, and mirrors, while cruise control, a tilt and telescopic steering column, and an AM/FM/CD audio system are also part of the base package.


While some will step up to the XR just for the drivetrain upgrade, others will

Silver trim is sportier than the faux wood, and Ebony leather gives the AURA a European feel. (Photo: Trevor Hofmann, Canadian Auto Press)

appreciate its larger 18-inch wheels on more performance-oriented P225/50R18 tires, plus the addition of a six-disc dash-mounted CD player and more. There's a myriad of additional options and a number of option packages for both the XE and XR that can seriously drive up the price, while also improving the ownership experience, mind you, but then again a fully-loaded window sticker of $36,310 isn't too much to pay for a midsize four-door that looks and feels much like a premium European sport sedan.

Making things a great deal better is an improvement in Saturn's warranty; that benefits all of GM's brands actually. Moving up from one of the least enticing warranties in the industry, at 3 years, 60,000 km limited coverage (more or less bumper-to-bumper except for the battery, tires, etc.), and 5 years, 100,000 km powertrain for Chevrolet, GMC, Pontiac and Saturn vehicles, GM has extended its powertrain coverage to 160,000 km for every car and light truck in its arsenal. That, of course, includes the new AURA, making it an even more appealing prospect.

After

Saturn's bold new face is a winner. (Photo: Trevor Hofmann, Canadian Auto Press)

an afternoon of putting the new AURA through its paces, I believe that Saturn has created the car to turn its fortunes around. Of course, its new SKY and SKY Red Line roadsters will give the brand much needed sex appeal, of which it had absolutely none in previous years, but the AURA appeals to a much larger audience of middle-income families, totally willing to buy something domestic if anything as enticing as their current import actually exists, but not willing to downgrade in order to do so. I think that the AURA is just that car, having just what it should take to lure expatriates back to the GM fold, and truly endowing Saturn with a model capable of fighting it out amongst the imports and the few very good domestics in the midsize class; most heated category around.

Specifications:

• Price Range (MSRP): $24,990 - $36,310
• Body Type: 4-door sedan
• Layout: front engine, FWD
• Engine: 224 hp, 220 lb-ft of torque, 3.5L, 12-valve OHV V6
• Opt. Engine: 252 hp, 247 lb-ft of torque, 3.6L, 24-valve DOHC V6
• Transmission: 4-spd auto (6-spd auto w/3.6L)
• Curb Weigh (min-max): 1,600 - 1654 kg (3,528 - 3,647 lbs)
• Tires: XE: 225/50R17; XR 225/50R18
• Brakes (front/rear): disc/disc, ABS
• Dimensions (L/W/H/WB): 4,851 / 1,786 / 1,464 / 2,852 mm (191.0 / 70.4 / 57.6 / 112.3 in)
• Capacity (trunk): 444 L (14.9 cu ft)
• Fuel Economy (city/hwy): 3.5: 11.5 / 7.2 L/100 km; 3.6: 11.9 / 7.6
• Warranty (mo/km): 36/60,000 comprehensive - 60/160,000 powertrain
  
• Competitors: Chevrolet Malibu / Impala, Chrysler Sebring / 300, Dodge Charger, Ford Fusion / Five Hundred, Honda Accord, Hyundai Sonata, Kia Magentis, Mitsubishi Galant, Nissan Altima, Pontiac G6, Toyota Camry, Volkswagen Passat, Volvo S40
• Website: www.gmcanada.com