2008 Saturn Aura Expert Review: Autoblog
Autoblog
The anticipation surrounding the reinvention of GM's Saturn division had been building for months. The buzz started in earnest back in 2005, when the Sky appeared on the show circuit and it was announced that the car on display was in production trim. Joining it was the Aura concept, said to foreshadow an upcoming production sedan from Saturn. Fast-forward to the 2006 New York Auto Show, where Saturn took center stage for General Motors. Division general manager Jill Lajdziak teamed with Bob Lutz to preside over what was effectively the brand's coming out party.
Given what we knew Saturn to be up until that point, the Aura (and the Outlook and Sky) took the division and stood it on its head. Here was a real car with, y'know, sheetmetal. And that sheetmetal was formed in such a manner to actually be pleasing to the eye. A look inside revealed an interior that had obviously been designed by people who like cars, and more importantly, like sitting in them. The icing on the cake came in the form of the optional 252-horsepower 3.6L V6 mated to a new 6-speed automatic. Clearly, Saturn was no longer what we had previously understood it to be.
Read the full review after the jump.
The Aura's overall styling is attractive without being ostentatious. Up front, the oversized wraparound headlamp assemblies dominate the car's face. Each one houses a pair of projectors as well as the turn signals in an "eyebrow" that sits above them. An Opel-style grille spans the distance between the headlights and reinforces the new corporate look that appeared first on the Sky. The lower front fascia contains a large center opening which is flanked by smaller ones that also house the car's foglamps.
Walk to the side, and you'll find that the new sedan cuts a nice profile. Chrome trim accents the glass in the car's rounded greenhouse, and it's also used on the door handles and the rub strip running along the body. Modest fender bulges add some visual muscle and are ably filled by fourteen-spoke 18" wheels wrapped in 50-series rubber, which really do look terrific. The now ubiquitous GM badge takes up residence in its spot aft of the front wheel well, and the shark-like "dorsal fin" antenna for the satellite radio is centrally-mounted on the roof's leading edge. (This would later become a car wash casualty. It was, however, soon recovered and put back in place.)
The car's rump is no less pleasing than the rest of the package. Metallic accents segment the LED taillamp assemblies, lending some added flair. The chrome strip running the width of the trunklid is home to all the badging, with "Aura XR" on the left and '3.6" on the right. The square Saturn badge sits on the upper portion, directly in the middle. Finally, a pair of exhaust tips peek out from below the bumper cover. 
GM has made great strides with its interiors of late. The Aura is the latest example of the company's drive towards cabins that are both visually appealing and not challenging for the driver to use. Our tester's interior, like the exterior finish, was black. Simulated wood trim strips ran the width of the dashboard, down the center stack, and onto the center console. All four door panels also got a dose of the imitation tree, and overall, the effect is pleasing to the eye.
The center stack is refreshingly uncluttered, featuring the corporate audio system, HVAC controls, and a small storage unit where the ashtray would have been. Our XR was essentially loaded (the only thing missing was the panoramic sunroof), so we had the premium sound system (CD Changer, XM, MP3 compatibility) and climate control. The audio system, with its big round volume dial and smaller tuning dial, is a snap to acquaint yourself with and equally easy to use. The presets let you mix and match bands (AM/FM/XM) to create truly convenient and/or themed groups of stations. If you want to use your MP3 player, an auxiliary jack is included.
The climate control system's two major input devices are easy-to-use dials as well, and like the radio, the system is very straightforward. The storage unit right beneath the HVAC controls is home to a power outlet and a small cubby deep enough to store a pair of glasses. The center console houses the car's shifter, cupholders, and a spacious storage bin whose lid is also the center armrest, which slides forward and was comfortable to use.
Backseat passengers ride in comfort, with a reasonable amount of legroom and their own stereo controls with wireless headphones. The magazine pockets for the back seats use a cargo netting type of material.
The entire cabin experience is pleasant overall, but there are areas that could be improved. The woodgrain, while it looks nice enough, sounds hollow in spots when you tap it. We worry about squeaks or rattles in the future. The center storage bin's hinge felt very flimsy, and its plastic latch sounded brittle and junky (appallingly so, actually). We questioned how well it'd hold up to daily use/punishment.
The trunk was spacious, and could be made even more so by flipping down the back seats. It swallowed up a rather imposing double stroller with ease, much to our surprise. A pair of cargo nets on either side of the trunk keeps groceries and small packages in check.
When you settle into the driver's seat, you're faced with GM's three-spoke corporate steering wheel, which in this application is equipped with integrated shift paddles. With GM's setup, both paddles have identical functions. On either one, you press the "+" button that peeks over the lateral spoke to shift up. To downshift, you pull back on either paddle in the standard manner. The main gauge cluster is clean and simple: tach, speedo, fuel gauge, and temp. A multifunction display at the bottom of the speedometer shows your odometer reading, fuel consumption, and other standard trip information. The gauges themselves feature white numerals and yellow increment markers. The needles are white, and are mounted in the middle of carbon-fiber-look circles.
Twist the ignition key and the backlit gauges do a left-to-right sweep as the 3.6L purrs to life and settles into a quiet idle. Head onto the road and the V6 exposes its delicious nature with swift acceleration that's accompanied by a satisfying techno-mechanical growl from its engine compartment. We distinctly remember thinking that the sound was not unlike what one would expect to hear emanating from a foreign car. The logo on the steering wheel reminds you that yes, it's really a Saturn. 
The Aura accelerates as if it wants to get away from Saturn's old image as quickly as possible. It is plenty quick, and whether you're letting the Hydra-Matic 6T70 pick the gears or you're tapping through changes with the paddles yourself, it's very satisfying. Other cars may have more power, but the truth is that the 3.6 delivers what it has with aplomb. On the highway, it's all too easy to quietly stray into Expensive Ticket Territory, because the 3.6 wants to run, and the car's good manners and solid road feel encourage you to keep giving it a little more. 
Duck off an exit ramp and you'll be happy to learn that the Aura is as comfortable on the curvy stuff as it is the interstate. Handling was completely predictable thanks to a chassis tuned to provide a nice balance between comfort and sport. If thinks threaten to get out of hand for any reason, the Standard StabiliTrak is on hand to help get the situation back in check.
The automaker has an ad out that shows people looking at the new Saturn lineup, doing double-takes, and saying, "That's a Saturn?" It's a great spot because it's completely accurate. When we had the Aura, it got noticed, and people spoke up. At work, at the car wash, at the drive-thru – it made no difference. The conversation was fundamentally the same:
"That's a Saturn?"
"Yeah. The new one. It's called the Aura."
"Man. That's actually nice. I didn't know they had something like this."
Those words should be music to Saturn's (and GM's) ears, because it means that the automaker's gotten something right. Before you can fully shed your old image, you need to do something to break it. With the stylish Aura, Saturn is doing exactly that. It's changing people's expectations and raising their level of interest. This is a good car, and the best part of it all is that we're just in round one. If the General addresses the issues and continues to improve upon this great starting point, it won't have to worry about bringing the new, improved Saturn to the people. The people will simply come to them.
Our tester stickered at $26,919 including destination charge, and we'd have no problem recommending it to a friend shopping for something in this class. Heck, if we were the ones doing the buying, it'd make our short list of candidates right now, too.
All photos Copyright ©2006 Alex Nunez / Weblogs, Inc. 
Click image for photo gallery
We recently spent a week with Saturn's latest addition to the stable, the Aura Green Line, which afforded us the opportunity to size it up relative to its Aura XR sibling that we tested last year. The Aura XR was impressive, with attractive styling, some real pop underhood courtesy of the 3.6L V6, and a nicely-rounded, comfortable driving experience. A lot of he same basic good stuff carries forward to the Aura Green Line. Autoblog's Aura Hybrid also looked pretty sharp and comported itself well overall. Follow the jump for a brief rundown of some of our observations of the Green Line compared to the XR, and keep an eye on AutoblogGreen in the coming days, as our colleague, Sam Abuelsamid, will be posting a complete full-length review of the car.
The Aura Green Line combines the the same mild hybrid system and 2.4L Ecotec engine used in the Vue Green Line that we reviewed last year. Good for 164 horsepower, it's paired with a 4-speed auto (the paddle-shifted six-speed would be nice here, General) and moves the Aura around ably. When warranted, the car gets an electric boost to help out with acceleration. It's no match for the XR's 3.6L V6, which is smoother, quieter, and much more powerful, but that said, the Green Line powertrain lets the car perform well both locally and on the interstate. The little green "eco" light appears quite readily and will remain illuminated as long as you keep your right foot light on the throttle. It becomes a bit of a game while driving to see how long you can keep it going, and unlike the '07 Vue Green Line, the Aura GL has an info center display in the gauge cluster that shows you both instant and average fuel economy. This means you can really keep tabs on how you're doing, and see a number to correspond with the light on the instrument panel.
The EPA rates the Aura Green Line at 28/35 city/highway, and over the week, we averaged right around 25 mpg -- just like we did with the Vue Green Line. The lowish number is probably attributable to yours truly's hellish 30-mile-each-way commute in mostly stop-and-go traffic. While it really puts the stop/start system to work, it otherwise doesn't play up to the Aura's strength as an economical highway cruiser. That trait that became apparent when I used the car as my transportation to and from the Greenwich Concours last weekend. In contrast to my weekday commute, the 60-mile round trip each weekend day was a breeze, and over the two days, the car's average fuel economy increased pretty quickly. 
Our tester was equipped with the Preferred Package, which adds a power driver's seat, wheel-mounted radio controls, and heated electric outside mirrors. The cloth seating surfaces are fairly generic-looking, but the seats themselves are very comfortable and supportive. Parents who'd like a leather seating option (it's easier to keep clean) are out of luck: hides aren't available in the Aura Green Line -- a surprising omission, if you ask us. We also have to say that we found the light gray interior color to be on the boring side -- this is a matter of personal taste, of course, but it just didn't jibe well with the car's attractive Berry Red exterior, in our opinion. The available tan fabric and trim is far more complimentary, and is what we'd choose if we were buying. 
A passenger commented on the car's backseat legroom and noted that the dugouts in the front seatbacks really make a difference in this respect. Trunk space remains ample, but some is sacrificed to make room for the car's battery pack. One thing we mentioned when reviewing the XR is that the center storage bin's lid and latches felt exceptionally flimsy, and we expressed concern over their ability to survive daily use. After driving the Aura Green Line, we can affirm that the bin's lid really is an egregious piece of crap. The latch on this particular tester had become off-kilter and didn't work properly. It's this kind of thing that detracts from what is otherwise a perfectly good car that we genuinely like. Fix it. 
You'll find other hybrid sedans that top the Aura Green Line in terms of available equipment and fuel economy (think Altima and Camry), but the Saturn wins big in the window sticker competition, checking in at just $23,070 as tested. Throw in the $1300 federal tax credit it's eligible for, and once again, you have a very appealing value package in a car wearing the square Green Line badge.
Stay tuned for much more on the Aura Green Line from AutoblogGreen.
UPDATE: The full In the AutoblogGreen Garage review has now been posted.
All photos Copyright ©2007 Alex Núñez / Weblogs, Inc.
New Car Test Drive
Quality midsize sedan with fuel-efficient powertrains.
Introduction
The Saturn Aura is an excellent choice among midsize sedans. It's modern and fresh, with European character and aesthetic flair. Taut and responsive, it drives like a European family sedan, perhaps because it rides on a German Opel platform. The cabin is tastefully done and laid out and all the controls work very well. A wide range of engines and drivetrains is available for improved fuel economy or performance.
For 2008, Aura comes standard with a 2.4-liter four-cylinder engine that earns an EPA-rated 22/30 mpg. Two V6s are available, including a 252-horsepower 3.6-liter V6, and both are smooth, sophisticated engines that make the Aura a very enjoyable car to drive. Introduced partway through the 2007 model year, the Saturn Aura Green Line features a gas-electric hybrid that uses a 2.4-liter four-cylinder engine and a 4 kW electric motor rated at 24/32 mpg.
Underway, we found the Saturn Aura is quiet and handles well. Brakes, suspension and powertrain all work together to respond to the driver's wishes. Compared with the cars in its own price class, such as the Honda Accord, Toyota Camry and Ford Fusion, the Aura is well equipped with safety and comfort features.
Launched as an all-new model for 2007, the Aura was immediately voted North American Car of the Year by a panel of 48 independent automotive journalists.
For 2008, StabiliTrak electronic stability control comes standard on V6 models, and XM Satellite Radio is standard on all Aura models. The four-panel glass panoramic roof offered previously is no longer available.
Lineup
The 2008 Saturn Aura comes in four models, XE, XR, and Green Line. All are front-wheel drive.
Aura XE ($19,745) comes with a 2.4-liter four-cylinder engine and four-speed automatic transmission. Standard equipment includes cloth upholstery; air conditioning; cruise control; traction control; a six-speaker AM/FM/CD/MP3 stereo with auxiliary input jack; XM Satellite Radio; OnStar; tilt/telescope steering wheel; six-way power driver's seat; 60/40 split folding rear seat; power windows, mirrors and locks with keyless entry; automatic headlights; and 225/50 tires on 17-inch steel wheels with wheel covers. An optional 3.5-liter V6 ($1,580) includes StabiliTrak.
Aura Green Line hybrid ($22,140) uses a four-cylinder engine assisted by an electric motor. The Green Line is equipped like the XE and adds automatic climate control and StabiliTrak. Tires are 215/60R16s on 16-inch alloy wheels. Options for the Hybrid are limited to the sunroof and the Preferred Package.
Aura XR ($25,375) comes with a 3.6-liter V6 and a six-speed automatic transmission with manual-shift control paddles on the steering wheel. The XR also features automatic climate control, an eight-way power driver seat, front seat heaters, heated outside mirrors with auto-dimming on the driver's side, a remote engine starter, an eight-speaker stereo with an in-dash six-disc CD changer and controls on the steering wheel, rear audio controls, a universal garage door opener, fog lamps, and 225/50 tires on 18-inch alloy wheels.
Options for the XE: The Preferred Package ($440) adds eight-way power driver's seat and steering wheel radio controls. The Convenience Package ($840) adds heated front seats and exterior mirrors, remote starter, auto-dimming inside rearview and outside driver's mirror, and universal garage door opener. The Advanced Audio Package ($725) adds the eight-speaker stereo with in-dash six-CD changer and rear audio controls. Chromed ($200) and alloy ($400) wheels are also available.
Options for XE and XR models include an Enhanced Convenience Package ($425) comprising a six-way power passenger seat and power adjustable pedals; a Premium Trim Package ($990) that includes a leather-wrapped steering wheel and shift knob, leather upholstery and heated front seats; a power sunroof with sunshade ($800); premium floor and trunk mats ($100); and an engine-block heater ($75). XR is available with Morocco Brown leather ($150). The Carbon Flash Limited Edition ($2,025) is available on V6-powered XEs with metallic gray paint and gray interior, the sunroof, the Premium Trim Package, and chromed wheels.
Safety features that come standard on all models include anti-lock four-wheel disc brakes and traction control. V6 models and the hybrid come standard with electronic stability control, which is not available on the base four-cylinder. Passive safety features that come standard on all models include front seat belts with pretensioners and load-limiters, dual front air bags, front seat-mounted side-impact air bags (for torso protection in a side impact), and front- and rear-seat curtain air bags (for head protection in a rollover or side impact). Be sure to wear those seat belts because they are your first line of defense in a crash.
Walkaround
The Aura is the largest of all Saturn sedans. The Saturn Aura shares the same platform as the Saab 9-3 and the European-market Opel Vectra. The Aura shares styling cues with the Opel. The Saturn Aura is front-wheel drive and rides on a 112-inch wheelbase.
In front, the Aura features a broad grille with a thick chrome insert flanked by almond-shaped, multi-element headlamp units. The nicely sculpted front bumper houses tiny fog lamps on the Aura XR. With big engines and front-wheel drive, the Aura has a requisitely long nose, but thanks to nice tapering of the bumpers, it doesn't look disproportionately front-heavy.
The body sides are clean and tastefully sculpted, with a healthy bit of chrome detailing on the window trim. The XR takes this a step further with bright door handles. The Aura rides on a long wheelbase, which contributes to an elegant, planted appearance. The rear door is particularly long, however, making it more difficult for your rear-seat passengers to climb in and out in tight parking lots. A power moonroof with sun shade is optional.
All Auras XE models ride on 17-inch wheels; steel wheels with wheel covers are standard; attractive alloy wheels are optional. XR models ride on dressy 14-spoke, 18-inch machined-surface alloy wheels; while the Green Line hybrid runs 16-inch alloys for lower weight and rolling resistance.
The rear end is dominated by glitzy, high-mounted tail lamps that mirror the almond shape of the headlamps and incorporate two strips of fast-illuminating LED brake lights. The bumper is tall.
Interior
The interior of the Saturn Aura is tasteful with an assortment of materials. Control operation is straightforward and the ergonomic layout is ideal. Secondary controls are shared with other GM models.
The front seats offer reasonable support for most people, though we would like to see better lumbar support. We found the fabric upholstery to be of high quality. The quality of the optional leather on both the XE and XR seemed marginal, however, with the only exception being the cool-looking Moroccan Brown interior featuring uniquely grained, embossed leather seating inserts. The available eight-way power adjustments for the driver made it easier to get comfortable than in the six-way manual seats. The steering wheel tilts and telescopes, though it feels one size too large for this car. At least with leather-equipped cars, the steering wheel feels good in the hand thanks to soft leather wrapping, which is far preferable to the grainy urethane texture of the wheel you get in cloth-equipped Auras.
Ergonomics are quite good. The front-seat elbow rest cleverly extends into the B-pillar for an additional 1.6 inches of elbow room, to accommodate taller drivers who slide the seat rearward. The cover for the center console slides fore and aft for comfortable elbow resting on the inboard side. Outward vision through the windshield and side windows is good. The rear shelf, however, is quite high, blocking a fair amount of vision through the rearview mirror and increasing the size of the blind spots, especially for shorter drivers.
The deep-set, electroluminescent speedometer and tachometer are lovely, illuminated in a modern-looking amber shade. A trip computer/vehicle information display is nestled in the speedometer, and has a real-time fuel economy function. However, the display is too small to show more than 16 characters at the same time. Therefore, only one function (the trip odometer, standard odometer, fuel economy, the gear indicator for the manual mode for the XR's six-speed automatic, and so on) can be viewed at any given time.
Interior trim is mixed in quality but pleasingly designed, with padded materials covering the curvaceous dash top and door panels, but less impressive hard plastic most everywhere else. There are other materials as well, including generous swaths of silvery metallic or wood-grained plastic trim, made more attractive by chrome details in many well-placed locations. We would like to say that these materials are up to snuff compared with Toyota, Honda and even Hyundai, but in truth, they're not quite there. However, the panel fit is tight and among the best we've seen on an American product.
All controls, buttons and knobs feel upscale in their operation. Controls for the standard, six-speaker, AM/FM/CD/MP3/XM stereo, as well as the optional, 240-watt eight-speaker sound system include presets that are not band-specific; in other words, AM, FM and XM stations can exist in the same bank of buttons; no need to change bands. This makes a big difference when jumping around to your favorite stations in everyday use. For example, it takes just one press of a button to jump from your favorite AM talk radio station to your favorite FM music station or to your favorite XM news station. The premium audio system has separate controls for rear-seat passengers and a pair of wireless headphones. Auxiliary input jacks are provided for iPods and other MP3 players.
A GPS navigation system is not available for the Aura, but the latest version of OnStar (version 7.0) includes turn-by-turn directions. This navigational feature delivers the guidance benefits of a conventional, map-based navigation system with voice commands. But instead of having to input destination information on a touch screen, which can be dangerous while in motion, the driver presses the OnStar button, and an OnStar adviser comes online to assist in finding the destination. After talking to you, the OnStar adviser uploads the.
Driving Impression
On the road, the Saturn Aura behaves like a European family sedan. It has a taut feel with good steering quality and an overall impression that the brakes, suspension and powertrain are in agreement with each other. This is not surprising, given the car's structural roots, which are shared with the fine-driving Saab 9-3 and Opel Vectra.
The new standard engine for 2008 is a 2.4-liter four, essentially the same 16-valve, dual-overhead-cam (DOHC) Ecotec unit that GM uses in the Chevrolet Cobalt and Malibu, albeit with detail differences.
Another version of this 2.4-liter engine powers the new Aura Green Line hybrid, where it is rated 164 horsepower at 6400 rpm, and 159 pound-feet of torque at 5000. In the hybrid it is coupled with a 4kW (about 5.4 horsepower) electric motor and a conventional four-speed automatic transmission. Saturn emphasizes the low initial cost of this setup, noting that, like other hybrids, the Green Line saves fuel by shutting off its engine while idling and during deceleration, and by using regenerative braking to recharge the 10kW nickel-metal hydride battery.
Note the Aura Green Line's gasoline engine is much more powerful in proportion to its electric motor than that in the Toyota Prius (76 horsepower gasoline, 67 horsepower electric) or Honda Civic Hybrid (110 horsepower gas, 20 horsepower electric). The Green Line's electric motor also develops significantly less torque for low-speed acceleration (44 pound-feet, against 76 for the Civic and a whopping 295 for the Prius). This suggests its gasoline engine might have to cut in sooner. That said, with 159 pound-feet of torque available from its gas engine alone, the Green Line should be able it uphold its honor in any traffic situation.
The optional 3.5-liter V6 for the XE is being phased out. It's rated at 219 horsepower for 2008. We found the 3.5-liter could be a touch smoother and quieter under full-throttle, but it delivers strong acceleration performance. Even better, the engine quiets back down to near silence as soon as cruising speeds are attained. The 3.5-liter comes with a four-speed automatic.
The XR's 252-hp 3.6-liter V6 is considerably stronger and more relaxed in character, thanks to more sophisticated engineering: a higher compression ratio, dual overhead camshafts, and four valves per cylinder. The 3.6-liter comes with a six-speed automatic featuring Tap-Shift paddles on the steering wheel to make manual shifting faster and more convenient.
Fuel economy for the 2008 Aura XR is an EPA-rated 17/26 mpg City/Highway.
The fully independent suspension on the Aura splits the difference between ride quality and handling, both of which are quite good. While handling feels much like that of the Saab 9-3 with which the Aura shares its architecture, the ride quality is more like that of a Toyota Camry, known for its smoothness. Furthermore, thanks to the use of sound-deadening materials everywhere from the firewall to the side glass and wheelwells, the Aura's interior is near-silent even at speeds over 75 mph.
In the V6 models we've driven, the variable-ratio power steering has been well weighted at highway speeds, offering plenty of road feel; while with just 2.8 turns lock-to-lock, it's plenty helpful in low-speed parking-lot maneuvers. Offsetting that, however, is a particularly wide 40.4-foot turning circle. The four-cylinder models come with a different power steering system with electromagnetic rather than hydraulic assist.
All Aura models feature four-wheel disc brakes with ABS. We found they felt good and worked well in normal driving. All Auras come with traction control, and the hybrid and V6 models come with StabiliTrak, GM's excellent electronic stability control system.
Summary
The 2008 Saturn Aura is a classy, mid-size family sedan that compares well to the best cars in the class, namely the Toyota Camry and Honda Accord. Aura combines European driving dynamics with contemporary styling and a nice interior. It's easy to drive and safe. The Aura XR is smooth and powerful with its V6, while the Aura XE gets an EPA-rated 22/30 mpg. The hybrid-powered Green Line is rated at 24/32 mpg yet delivers strong, responsive performance.
Model Lineup
Saturn Aura XE ($19,745); XR ($25,375); Green Line hybrid ($22,140).
Assembled In
Kansas City, Kansas.
Options As Tested
Enhanced Convenience Package ($425) includes a 6-way power passenger seat and power adjustable pedals; premium floor mats ($100);.
Model Tested
Saturn Aura XR ($25,375).
2008 Saturn Aura Information
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