2008 Saturn Aura Green Line Review

Specifications

Everywhere around me people are jumping on the hybridbandwagon. Or maybe it just seems that way with every automotive manufacturer clamoring to make themselves appear like the company that will solve the world’s climate change crisis, and every automotive magazine descending on each new technology like it’s the closest thing to a baby in a manger that they’ll ever see in their lives. I’m sure their intentions are more noble than simply trying to cash in on people feeling guilty about their environmental footprint — yeah right, for most people it’s the savings on the fuel bill that is most appealing. Well, I kinda agree with that guy from NASA — who decided that this is the best climate anyway? Okay, I don’t really agree with that, but I thought I would try it on for size and see how it felt. I’ve lived in California, and I can’t stand the idea of summer all year long, I just love my winter sports too much …

Would I ever buy a hybrid? Maybe I will one day. Heck I’d even buy an electric car if it was a good fit for me. However, I would never buy a hybrid simply because it’s a hybrid, or because I’m on a mission to save mother earth. I’m sorry, but I just kinda’ don’t care. I don’t mind recyclingbecause I have to get rid of my garbage anyway, and riding my bike to work would be great for the exercise, but I don’t plan on going out of my way to save the planet anytime soon — I’m just way too selfish, self-absorbed and self-involved. On the other hand, if a hybrid, which is meant to help us save money at the pumps, also offered savings over a standard model (thank you government incentives), then I would have no inherent objection to driving one.

The Saturn Aura Green Line fits this description to a tee. Where I live, the IRS offers a $1,300 tax credit for hybrids, making the Aura Green Line only $400 more expensive than the base XE, and with the fuel savings over the unsophisticated pushrod 3.5-liter V6 and 4-speed auto combo, the difference in purchase price could be covered within a year or so, something you can’t exactly say about a Camry Hybrid over the regular Camry model. The approximate 30-percent savings in fuel that GM’s mild hybrid system promises would therefore be beneficial to my wallet,making the Aura Green Line the cheapest Aura in the lineup for me.

How could GM sell a hybrid for so little when other manufacturers charge several thousands to upgrade to their hybrids? First of all, they’ve fitted the Aura with a hybrid drivetrain system that’s been around for quite some time, namely the Vue Green Line’s mild hybrid system, which initially helped to propagate the brand’s green image. What allowed Saturn to bring the Aura GL to market so quickly and at such low cost is that it’s what’s called a “mild hybrid”, meaning that it features all the usual good hybrid parts, but it can’t run on pure electricity. With the other Auras powered by V6s, the timing couldn’t be better for a wallet-friendly car to fill at the pumps. The next trick is that the Aura comes in pretty much only one trim level with the option of an $800 sunroof that likewise requires the $375 Preferred Package (eight-way power driver’s seat, steering wheel-mounted controls for the audio system and heated power mirrors), which reduces production complexities at the plant. This also helps you, the buyer, save bucks as you get a modestly priced car.

Everyone here in the Midwest office of American Auto Press likes the way that the Aura looks. Thankfully, nothing was done to spoil the lines of the car in its Green conversion, particularly its low, sleek roofline and its fresh, clean face. The big headlamps, tail lamps and aggressive fender flares help disguise the length of this car, which rides on an extended version of the Epsilon platform shared with the Malibu Maxx and G6. It’s also a very practical car with lots of legroom derived from its lengthy wheelbase, and the trunk is actually full-sized with handy cargo nets at the sides. Because the Green Line’s mild hybrid system can’t run the car on electricity alone, Saturn was able to fit a smaller battery pack that creates only minimal intrusion into the flat load floor. It does take up a small amount of space, but much less than on any other midsize hybrid sedan.

On the road, the Aura was unbelievably quiet and well-mannered thanks to its comfort-tuned suspension, laminated glass and extra soundproofing. The switch to an electric power steering system reduces feel throughthe schooner-sized helm, but the weighting is well judged, mimicking regular Auras. One odd “hybridization” effect was the intrusiveness of the regenerative braking system; letting go of the brake pedal while coasting felt as if the car had dropped an anchor.

From standstill, when the engine shuts down, the second you release the brake pedal the inline four wakes up from its slumber with all the subtlety of a boot to the backside. Overall, the powertrain was less refined than any other hybrid I’ve ever driven, but it didn’t have the advantage of being up to speed where wind and road noise could disguise the NVH of the starting four-banger. The Aura is also dreadfully slow; the hybrid pack combines with the gas engine to provide a net total of 164 horsepower and 159 lb-ft of torque, which was further hobbled by an astronomically spaced four-speed automatic. Expect 0-60 mph times to take about 10 seconds – so much for the whole “electric supercharger” theory I’ve heard bandied about. I averaged just 28 mpg during easy driving, which couldbe matched by a frugally piloted four-cylinder midsize like a Malibu or G6.

Another shortfall of the Aura is its content. It doesn’t have a full power driver’s seat, a proximity sensing intelligent key, a fancy stereo, and while it does have digital climate control it’s only single zone whereas the others are dual zone. What struck a few of us at the office as odd is that, in many ways, it’s the “base” model of the range. Any premium you pay for the hybrid model (once again, depending on government incentives where you live) is for the electrical bits that help you save gas and minimize pollution, especially in stop-and-go traffic and inner city driving. There’s none of that textured Moroccan leather, just simple albeit comfortable cloth chairs. The layout of the cabin is, however, simple to operate and nicely styled; it’s even better at night, with the yellow-amber glow of the ambient lighting for the console and door handles. Driving at night also hid the poor fit and finish. Though the Aura is light years better than Saturns of thepast with squishy-touch dashboard plastics, the interior panels line up as if assembled by someone who forgot to put on their glasses.

About the only change to the gauge package is the battery meter, which shows whether you’re charging the battery or expending its stored energy, and a little green “eco” light that lets you know you’re driving more efficiently than your current average consumption. It’s got nothing on the multi-level technological gizmo-ness of the Toyota Camry Hybrid’s gauges, which glow brighter the more efficient you drive and compliment you with a message flashing “EXCELLENT” if you keep fuel consumption over 34 mpg or some such arbitrary number.

I almost want to call it the accidental hybrid, because at no point does it seem like the Aura tries to deliver an ‘electrifying’ experience, it simply gives you the basic engine-shutoff and engine-assist benefits common to hybrids and even some non-hybrids in Europe. If anything, the Aura Green Line is a classic case of you get what you pay for.