2008 Saturn Aura

Review

I remember quite clearly back in 2007 when Saturn won North American Car of the

Year with the Aura; though I wasn't on the jury that voted it in, I was there on the floor of Cobo Hall in Detroit when the winners were announced.

Not to sound cliche, but the atmosphere was electric. Not only did General Motors pull off a victory in the Car of the Year category with the Aura, but it also won Truck of the Year with the Chevrolet Silverado. While an occurrence like that happens once in a blue moon, more importantly is the fact that the Aura beat out the biggest nameplate in midsize sedans, the Toyota Camry. Not that I had anything against the Aura, but I really thought that the Camry would've won the golden trophy - it's a good thing that I'm not a gambling man. And so, moving into the year, things looked very bright for Saturn and for GM.

Over year and a half later, and the Aura is now a fairly common sight - though not as numerous as its Japanese or its domestic rivals. Truth be told, it didn't quite meet the sales figures that GM had initially hoped for, but it did something that had a stronger lasting impact: people started

taking the Saturn brand seriously. Certainly, the “Like Always, Like Never Before” advertisement campaign, complemented by each dealer in the US having been stocked with a Camry and Accord for comparative test drives to demonstrate confidence, plus a trophy case stuffed with awards helped, but I think it was the execution of the product that made the difference. Now, with a range that's packed with some really good vehicles, Saturn has changed its reputation from a company that sold dent-resistant plastic-bodied cars in a stress-free environment to a brand that can run with the best. And that all started with this car.

Since its launch, Saturn has adjusted its midsize sedan, tweaking it a bit here and there. 2007 saw the introduction of the Aura Green Line, which used a simple mild hybrid drivetrain offering start and stop technology plus electrical assist as an affordable means to "Go Green without Going Broke”. Starting mid '08, this model has been renamed Aura Hybrid, as the Green Line sub-brand has been dropped. Secondly, for model year '08 the entry level XE model is now called XE-I4, and no longer features V6 power as standard equipment. At launch, offering standard V6 power was one of the Aura's selling points, but with rising fuel prices, not everyone wants (or needs) such power. This engine is essentially the same powerplant

as in the Aura Hybrid, but without the battery pack. The 3.5-liter V6 shared in common with the Pontiac G6 is still available to Aura buyers, it's just called XE-V6.

At the top end of the spectrum is the XR, which features all the trimmings and even more power. It was one of the first GM products to feature the 3.6-liter DOHC V6 with variable valve timing, not to mention it was also one of the first front wheel drive GM products to offer a six-speed automatic transmission. Rated at 252 horsepower, it's a creamy powerplant with a smooth exhaust note that revs cleanly to its 7,000 rpm cutoff. It may not have as much power as rivals from Toyota or Honda, but the fact that its 251 lb-ft peak torque rating is developed below 3,500 rpm means it feels stronger at lower, in-traffic speeds. The XR is also the only Aura to offer manumatic controls. It uses Corvette-style paddles, so you push forward on the rubberized triangles with your thumbs to shift up, and pull the back of the paddle to downshift.

When it was launched, the Aura XR was a breath of fresh air for the Saturn brand; it was the most upscale vehicle the brand had ever built. It was revealed that GM's plan of action was to turn Saturn into an outlet for rebadged versions of GM's European brand, Opel, and you can see that - or at least influences of that - in the Aura. Its cat's eyes headlamps and curvy shape are much like the Opel Vectra, which rides on the same Epsilon chassis architecture, despite the fact that it doesn't share a single body panel with any product from GM's German division. With such details as LED tail lamps, tasteful chrome exterior trim, and beautiful multi-spoke 18-inch wheels, it looks more like a sophisticated European luxury sedan, not your run of the mill American midsize car.

Inside, the Aura's interior is sure to impress. This particular XR features a monochrome black interior scheme with aluminum trim while all controls are illuminated in amber. Once again, at first glimpse you could really mistake this for a German car. It's easy to get comfortable behind the

wheel of an Aura, as the steering column tilts and telescopes, the seats are eight-way adjustable, and even the pedals will move fore and aft. Even the little details like the rubberized stereo and climate control knobs, and the leather-wrapped, shifter and steering wheel have a sense of quality and tactility about them. My only main gripe with the Aura's cabin has to do with the rear seats. No, they're not short on room - not especially leg or knee room, which is plentiful due to the scalloped front seatbacks - it's just that the seatback itself is made from hard, grainy textured plastic, and if you're not careful you might bang your shins against them.

While it doesn't set the bar in handling or performance, the Aura does a good job at pestering the likes of the Altima, Accord and Camry. Its comfort tuned, fully independent front and rear suspensions react quickly to poorly paved surfaces, keeping noise and vibration isolated from the passengers. The chassis itself has a strong, solid feel, and the steering is especially feelsome next to the majority of its rivals. Body roll is kept well in check,

while its wide 18-inch tires do not protest the idea of fun on a cloverleaf onramp. On the XR and Hybrid, StabiliTrak is fitted as standard equipment. All in all, the Aura is impressive.

With a starting price of $26,325, the Aura XR has a lot of competition, ranging from Kia's Magentis all the way through to Volkswagen's Passat, but at that price there are very few options to select from. XRs come with power heated seats, separate rear audio controls, 18-inch wheels and all the toys and trimmings. The only options you'll need to shell out for are leather, a sunroof, a six-way power passenger's seat and a six-disc CD changer. Excluding destination, it MSRPs for less than $29,000. The base Aura XE starts at $21,055, a reasonable sum for a good product.

The Aura might not be the giant seller that GM was hoping for, but it has helped spawn not one but two of the best new American sedans we've seen in decades, the second being Chevrolet's new Malibu, and as I've mentioned, has helped to give the Saturn name a newfound respect amongst consumers. To anyone shopping for a new family sedan, it has plenty to offer, yet don't just consider it because it's a competent all-round vehicle, but because it strives to be better. The Aura shows just how much Saturn wants to be on your driveway.