2007 Saturn ION Review

Specifications

The little black compact car that is before you represents the last of theoriginal Saturns. Here is a vehicle that predates the flash and glamor of the Sky roadster, the award winning and European-inspired Aura and even the versatility of the Relay minivan. This is a car that digs deeply into Saturn’s past, to a time when General Motors wanted, no, needed a home-grown car manufacturer to fight the imports, a time that wasn’t all too long ago.

The Ion, sibling to the Cobalt, G5, HHR and Astra was born in 2003 as the replacement to the venerable S-Series, the vehicle that, pardon the pun, launched Saturn into orbit. Popularized by its honest to goodness friendly dealerships, and no-hassle, no-haggle pricing, Saturn began to grow in size and in numbers. From a consumers’ standpoint, particularly ones that didn’t care so much about the car as they did the purchasing experience, Saturn’s mentality was quite frankly refreshing. From one vehicle with three different body styles, the Saturn lineup grew to include a compact SUV, plus a midsize sedan by the time the Ion was ready to be launched.

Where the Ion Sedan was facelifted in 2005 with a new nose and grille, theslower selling Quad Coupe pretty much carried on without any major exterior modifications, which is fine as it was and still is the better looking of the two vehicles with its sharp headlamps and narrow grille. Those wanting something a little sportier can opt for an appearance package, which includes sporty side sills and spoilers galore, for added visual bark.

Out of the two body styles available, the Coupe is by far the more interesting because of its doors. Short of buying a Mazda RX-8, an Element or any number of pickup trucks, you can’t get a “coupe” with suicide-style, rear hinged doors like this, which amazes us. It makes getting in and out a whole lot easier, as those who aren’t riding shotgun need not tip and slide the front seats forward and sneak their way past the tangle of seatbelts. The Ion is also fairly practical as far as Coupes go in terms of its cargo capacity as its trunk is borderline huge, only a hatchback might be capable of swallowing more, and probably only by a small margin. The Coupe also features a flat-folding front passenger’s seat, something exempt from the sedan.

With the executive decision in place that, as of the Relay minivan (now discontinued), Saturn would cease to introduce vehicles with its polymer plastic panels, the last “new” vehicle to feature such a dent resistant and rustproof outer shell is this generation of Ion. Since then, the Relay, Aura and the new Vue are made from galvanized steel which, while completely ordinary is not resistant to stray shopping carts and haphazardly opened doors. One thing you’ll note with Ions and the existing stock of Vues is their panel gaps. Perform the sliding finger test and watch for the size and consistency of the gaps, which differ from panel to panel. This is done because the plastic panels need extra breathing space to expand and contract during different temperatures, but thanks to a certain import brand’s TV ad showing a ball bearing traveling unhindered around a car’s perfectly spaced panel gaps, many considering tight panel gaps a measure of quality.

The interior of the Ion is very much like its exterior - plastic. It’s always been a source of criticism for Saturn, and in honesty, represents the lowest point in the car. Though Saturn has improved the look and quality of the Ion’s interior, ridding it of its hideous “hockey puck” steering wheel, the fit, finish and materials used are nothing special. The central-mounted instrument cluster is also a matter of taste; some like it, some don’t. In the Ion, it’s tilted towards the driver and illuminates in bright orange, showing you what you need to know with no room for confusion. Generally, the ergonomics of the Ion aren’t bad with the exception of the armrest; not only is it too far back to be of any use to a driver with a forearm of normal human length, but it’s also mounted in such a way that every time I shifted from first to second or from third to fourth, my elbow smashed into it!

As of 2005, the regular, non-performance versions of the vehicle became available with more than one engine. The initial 140 hp 2.2-liter Ecotec inline-four, featuring 145 lb-ft of torque, stayed on base for the entry level Ion, while more upscale products, such as my test car shown here received a new 2.4-liter engine that develops 170 horsepower and 162 lb-ft of torque, which is a very reasonable level of power for a vehicle in its price range. For its final year in production, the smaller engine gains 5 hp and 5 lb-ft oftorque, while the larger one nets an extra 5 ponies and 2 lb-ft of torque. General Motors quietly swapped out two advanced transmissions from the Ion lineup, the VTi CVT gearbox and the optional five-speed automatic gearbox, both dropped due to reliability issues. The only gearboxes available now are the Italian-built but German designed five-speed Getrag manual and a Hydra-matic four-speed auto. In addition to the regular Ions, Saturn also offers the performance Red Line model, which features the 2.0-liter supercharged I-4 from the Cobalt SS Supercharged that makes 205 horsepower.

But despite its strong engines and coupe styling, do not think of the Ion as either a sporty car or a car of particularly astonishing quality. On paper it looks compelling, and when not asked of much it’s alright to drive. The electric power steering’s centering action is forcefully strong but reacts to inputs quickly, making it ideal for navigating city streets. Higher speeds require input to keep the car tracking straight though, due to its sensitivity. The suspension yields a nice and comfortable ride, perfect for freeways and bumpy stretches and thanks to some recently added quiet (laminated) steel, it is decently hushed on main streets and on the highway. But despite having good genetics, the Ion hides it from the driver, and as such, it seems like just an ordinary vehicle to drive. The car that will replace it - the Astra - was based on this chassis, and uses a similar suspension layout, but we’ve heard that it’s just as good to drive as a Focus or a Rabbit.

Officially, the Saturn Ion ended production this past March, so chances are that whatever is left on a dealership’s lot is the final selection. Its replacement will be a rebadged version of the European Opel Astra, an excellent and popular hatchback assembled in Europe. With such an impressive car just around the corner, it’s hard to recommend the Ion, but then again it’s hard not to resist such an excellent powertrain warranty or its bargain-basement price… no doubt further discounted by your friendly neighborhood Saturn dealer.

Nevertheless, I can’t help but observe just a little bit of irony in Saturn’s existence. Isn’t it funny now, how in this metamorphosis that Saturn is going through it has become a true import fighter by using imports itself?