2007 Saturn Aura

2007 SATURN AURA

The Aura is a midsize car that replaces Saturn’s L series. The newcomer shares its platform with the Malibu, the Pontiac G6 and the Saab 9-3. For the time being, it is only available as a sedan; a station wagon should arrive in a year or two. The XE version gets a 3.5L V6, whereas in XR trim power to the front wheels comes courtesy of a 3.6L V6. A hybrid version will be added sometime in 2007, and a four cylinder should be available the following year. The Aura is similar in size to the Accord, Altima and Camry, give or take a few centimetres.

Interior and trunk

Because of the car’s relatively low stance, tall people may not find it all that easy to enter and exit the Aura. The doors open wide and are not easy to close once you’re seated. The front seats are very comfortable, but the controls to adjust them are hard to reach when the doors are closed. Headroom is a bit tight for tall individuals.

Added to the difficulty accessing the front is the sharp rearward angle of the roof that makes it that much harder to get in and out of the back. The rear bench seats two adults comfortably. Headroom for tall people is rather limited. The seatback is split 60/40 but folds to reveal an opening lacking in both height and width.

The trunk is roomy but has a small opening that won’t accept bulky items. There is no hand grip to help open the trunk lid.

Photo: Saturn Convenience and safety

The interior is well finished in adequate materials. A few creaks and cracking noises were noticeable in our test car, and the door armrests did not seem very sturdy. Road and suspension noise filters through the soundproofing. There are good storage compartments, including a roomy centre console.

Nearly all the instruments and controls are well laid out, but the steering wheel-mounted controls are very small. The power mirror controls are a bit of a reach for short people. Everything except the glove compartment is illuminated at night. The heating system is efficient. There are no grab handles.

When the windshield washers are switched on, the wipers automatically make one or two swipes too many, which dirties the windshield unless you use a large quantity of washer fluid via washers that lack power.

In terms of safety, the Aura comes equipped with two front, two side and two curtain airbags, and four-wheel antilock disc brakes. There are only four head restraints, and they do not adjust high enough for tall people in front nor for anyone of average or less-than-average height in the back. Visibility is good in all directions except on a three-quarter rear angle and to the rear when backing up, making it impossible to judge the distance properly. The rear-view mirror is low and creates a blind zone on an angle to the right. The headlights lack brightness and range somewhat, especially in the low-beam position. The turn signals are just barely audible.

In U.S. government crash tests, the Aura rated five stars out of five for front-occupant protection in a frontal impact and for all-occupant protection in a side crash. It earned four stars for rollover resistance.

Engine and transmission

The 3.6L V6 develops 252 horsepower and 251 pounds of torque for very lively, almost instantaneous acceleration and pickup at all times. In fact, you have to watch out for torque steer in energetic acceleration on uneven pavement. Idle speed in our tester was sometimes irregular. With the 3.5L V6 (224 hp and 220 lb-ft of torque), the engine was not as lively but still strong enough to bring on torque steer on bad pavement. This engine proved to be fully adequate for the XE version.

The Aura XR has a new six-speed automatic transmission developed in collaboration with Ford, and it is the first GM-made front-wheel drive vehicle to use it. Though it shifts smoothly, downshifts are sometimes abrupt. The transmission is well geared and lets you drive off in second and even third gear. The manual mode is relatively quick. The XE’s four-speed automatic always shifts very smoothly; it does not allow the vehicle to start off in second gear.

On the road

The XR rides very smoothly on good pavement. On rough roads, the suspension is firm but generally civilised, though it can be jarring at times. With so much firmness, the car is flat in turns and holds the road very well. The XE’s suspension is a bit more supple, which makes it more comfortable on bumpy roads. What’s even nicer is that the added compliance doesn’t really affect road holding. The suspensions of both versions are noisy when the going gets rough.

The power steering is heavy all the time. It is steady and quick but channels little in the way of road feel, and the turning circle is a bit wide. Vehicles riding on 18-inch tires track road ruts faithfully. The four-wheel disc brakes provide powerful stops and resist well to fade. Hopefully, they’ll prove to be wear-resistant, too, because they are expensive to replace.

Inspection

In an inspection at a CAA-Quebec technical inspection centre, we saw that the Aura is well built on a sturdy platform. However, you cannot check the level of windshield washer fluid, and the tank should be located on the right side of the engine compartment for safety purposes during roadside fill-ups. There is no rust proofing, and several joints were half sealed.

Conclusion

The Aura is a big step up from the L-series it replaces. It is a spacious car with comfortable seats, well-adapted six-cylinder engines, smooth transmissions and very good road comportment. Both versions have distinct personalities, with the XR intended for people who put performance at the top of their list and who are willing to put up with a suspension that is not always suited to our roads. And with hybrid and four-cylinder versions in the works, the Aura will attract even more customers.

PROS: well-adapted V6 engines, roomy, comfortable seats, road comportment, generous standard equipment, smooth transmissions

CONS: heavy steering, rather weak headlights, small trunk opening, several components impinging on visibility, windshield wiper cycle with washers needs revision, pricey brakes.

SATURN AURA 2007

Engine: 12-valve, 3.5-litre, V6; 24-valve, 3.6-litre, V6 Horsepower: 224 hp at 5,900 rpm; 252 hp at 6,300 rpm Torque: 220 lb-ft at 4,000 rpm; 251 lb-ft at 3,200 rpm Transmission: 4-speed automatic; 6-speed automatic Suspension: fully independent Brakes: disc/disc Wheelbase: 285.2 cm Length: 485.1 cm Width: 178.6 cm Height: 146.4 cm Weight: 1,600 to 1,654 kg Tires: P225/50R17; P225/50R18 Maximum towing capacity: 453 kg Airbags: dual front, plus two side and two curtain airbags

Fuel consumption with the 3.6-litre: Transport Canada rating: City: 11.9 L/100 km (24 mpg) Highway: 7.6 L/100 km (37 mpg) Test result: 12 L/100 km (24 mpg) Test temperature: -200C to -10C

Fuel tank capacity: 61 litres

Fuel requirement: regular grade gasoline

Acceleration: 0–100 km/h: 7 seconds 60–100 km/h: 4.7 seconds

Competition: Chevrolet Malibu, Chrysler Sebring, Ford Fusion, Honda Accord, Hyundai Sonata, Kia Magentis, Mazda6, Mitsubishi Galant, Nissan Altima and Maxima, Pontiac G6, Subaru Legacy, Toyota Camry, Volkswagen Passat.

Warranty: Full basic coverage: 3 years/60,000 km Powertrain: 5 years/160,000 km Surface corrosion: 3 years/60,000 km Perforation damage: 6 years/160 000 km Emissions control system: 3 years/60,000 km (full coverage); 8 years/130,000 km (catalytic converter, electronic control module).

Factory replacement parts Rear bumper: $1,082 Front brake disc: $260 Brake pads: $173 Muffler: $605 Front fender: $378

Average insurance premium (Quebec City, replacement cost endorsement, claim-free insurance record, male or female driver 30 to 40 years old): $713 to $897

Price according to trim level: XE: $24,990 XR: $31,080

Main options: Options packages: $475 to $3125 Sunroof: $1,195

Price as tested: $25,885 (EX); $34,220 (XR)

Freight and preparation: $1,250

Dealers: Quebec: 17 Canada: 63