Saturn's new and inviting Aura

Saturn's new and inviting Aura
Photos by -Autonet.ca
WADE OZEROFF
Published: 20 04 2007

While it may not be the wonder vehicle that singlehandedly revamps GMs market-share, Saturn’s Aura represents a renewed focus on building a midsize sedan that competes extremely well with challengers from Japan, Europe and more recently, Korea.

The Aura posted some impressive specs at last year’s Car of the Year test fest, and left a positive impression on everyone who drove the mid-size sedan alongside its competitors, including me.

I drove it again last week for our Autonet pages, and once more appreciated the car’s highs.

Worthy competitor

The Aura tester (an XR trim) put forth decent styling and performance, measuring up to anything else in this class, and its interior showcased its European roots in their best light.

The Aura’s underpinnings come from the Epsilon platform, which readers may recognize from the Opel Vectra. Opel is GM’s European arm, and the borrowed chassis (which was stretched six inches for the North American-assembled Aura) is also seen in other members of the General’s family, like the Saab 9-3 and Pontiac G6 sedans.

The sedan is comparable in size to vehicles like Camry, Maxima, or even Ford’s Fusion; its a car that serves a comfortable people mover for four adults, without expanding to unwieldy curbside proportions.

At a total length of 4851 mm (2852 mm wheelbase) and weight of 1,654 kilos, its stance and profile are not as bulky as a large four-door, yet retain family-friendly dimensions inside, all packaged into a decidedly Euro-looking silhouette.

Outwardly, the sheet metal of the car is easy on the eyes, avoiding any unnecessary or bizarre sculpting, yet maintaining a stylish and modern appeal that most of the folk I surveyed about the Aura seemed to like.

The Aura had some muscle under the hood, with its 3.6-litre DOHC V-6 offering 251 lb-ft of torque (and either 251 or 252 horsepower, depending on whether I read the AJAC specs GM supplied or the window sticker of my tester), and put it to the drive wheels with a smoothly refined six-speed automatic transmission.

My tester also included (standard on the XR) steering-mounted paddle shifters, which further added to the exotic feel; but truth to tell, I use paddle shifters in most vehicles, like, once, just to be sure they work, and then flick it back into full-on auto mode.

Inside the car, the dash is one of the best looking arrays found in a GM vehicle, with a smooth flowing line from passenger side to the hump over the instrument cluster; and boasts a sturdy, solid feel.

An adjustable brake pedal could raise or lower the height to suit an individual’s stature and leg-length; and the eight-way adjustable driver’s seat fit me just fine, even after hours behind the wheel.

The tester was a good highway car, its quiet interior keeping NVH to minimum levels, and the road smoothed out beneath the eighteen inch wheels. A couple of upscale touches like auto-dimming rearview mirror (with a compass display in it) and a 240-watt, eight speaker sound system made the Aura feel like I was driving something in much more elevated price range.

Full information display

Rear seat passengers had their own stereo and climate controls, and the information display in the sedan scrolled through everything from the cars assessment of the weather ("ice possible" was its favourite, during my time in the tester) to average speed, fuel economy, oil life expectancy and outside temperature.

The handling of the Aura was very good, a rack and pinion setup that left the vehicle responsive and smooth-steering, and bolstered with a stability enhancement system (called, unsurprisingly, StabiliTrak in GM trademarkspeak). While I would liked the brakes to be a bit more aggressive in bringing the vehicle to a halt, they did the job (hard data from last year’s test fest measured the stopping distance of the Aura at a respectable 42.9 meters, decelerating from 100 km/h)

Options on the tester included a leather package, which trimmed the seats, steering wheel and shifter in fine black cowhide; and a six-way adjustable passenger seat, which my friends would have appreciated if I had any friends.

Personally, I would have done without the power moonroof option (which adds $1,195 to the price) to gain some extra headroom, but hey! I takes ‘em as they’re given.

Coming in at a good pricepoint for a well-equipped and styled midsizer for the married-with-kids set, the Aura is well positioned to elevate Saturn’s stock in the field. Beginning at an MSRP of $31,080, my Autonet tester’s options only pushed the price to $35,570 including freight.

– Wade Ozeroff is a member of the Automobile Journalists Association of Canada (AJAC), and a regular contributor to Autonet Drive, autonet.com and Canoe.ca. E-mail wozeroff@edmsun.com.

 

2007 SATURN AURA

MSRP: $31,080

As tested: $35,570

Fuel test: 11.5-L/100km city & 7.2-L/100km highway

Fuel required: Regular

Layout: FWD midsize sedan

Engine: Engine 3.6L V6 DOHC

Brakes: Four-wheel disc with four-wheel channel ABS

Peak Horsepower: 252 hp@rpm

Peak Torque: 251 lb-ft@rpm

Wheelbase: 2852 mm

Length: 4,851 mm

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