Saturn, the ads say, is a different kind of car company. The cars, we're told, are high-quality, true- blue alternatives to low-priced Japanese imports and are built and sold by a new breed of customer-driven dealers. The Saturn family is friendly and folksy - just like you, a potential buyer of one of the three Saturn models.
Sound contrived? Well, surprise: There's a major component of truth to the image Saturn has so carefully constructed. You can expect a Saturn to offer excellent value for the money, and you can expect to be treated well and in a straightforward manner when you pop into your nearest dealership for a look-see.
But before you rush out to buy, of course, you'll want to check the cars out a bit. Although the basic packages have not changed over the past five years, the coupes, sedans and wagons wearing the Saturn label have been updated and improved in countless ways. there's a positive side to the limited offerings and minimal changes: Familiarity often results in excellent assembly quality.
But if you are determined to own the latest and flashiest car on your block, this may not be it - though our $16,165 test car, an SC2 coupe, looked pretty good.
The coupe bears a strong family resemblance to the rest of the Saturn line, but it does have some unique design features. For example, it's built on a slightly smaller version of Saturn's steel structural cage, measuring 3 in. shorter than other family members, with a shorter wheelbase.
Some of the coupe's thermoplastic exterior panels are unique as well; the base version - called SC1 - shares front end panels with the sedan, but the SC2 has a different nose with pop-up headlamps, a special air intake and a chin spoiler.
Both coupes are smooth and sleek and carry a minimal amount of nonfunctional decoration. The looks and aerodynamics are enhanced by flush windshield and side window glass. And the coupe makes a better impression when supplied with the optional 15-in. alloy wheels; we think the standard 14-in. rims look a little wimpy.
In practical terms, the flexible outer skin resists minor damage, won't rust when the paint is scratched and is simple to replace. (The panels simply unfasten from the steel subframing.) As you've probably noticed, there are few grungy-looking Saturns on the road.
At last, a new Saturn interior! The old instrument panel is gone, replaced by a dashboard carrying big, clear gauges, user-friendly switches and, finally, the passenger's half of the dual airbag system.
The airbags not only enhance occupant safety, but also - hallelujah - require the banishment of the motorized belt restraints, the industry's irritating interim answer to passive safety standards. Proper 3-point belts are now supplied.
Audio and climate-control panels are installed on a new center console pod. Atop the pod are switches for rear-window defogger, foglamps and climate control (the latter two are optional). And the new 2-spoke steering wheel looks and feels better than the previous 3-spoke model.
Other interior features are up to class standards. The seats are comfortable, the driving position is ergonomically sound and the coupe's large glass area largely eliminates blind spots.
In coupe versions, Saturn does shortchange rear-seat passengers. Legroom is minimal, headroom is restricted, and getting in or out requires some twisting and turning. The coupe has slightly less cargo space than its sedan sibling, too, but this is typical of most small coupes.
For a really deluxe Saturn coupe, go for the SC2, which has a handsome leather seat option. Air conditioning, sound system upgrades and a sunroof are a few other options that can be added to either model.
The most compelling case for the SC2 is made on the road. Its less expensive SC1 sibling soldiers along with a 100-hp SOHC 4-cylinder engine (which, to be fair, is more powerful than previous versions, rated at a mere 85 hp), while the SC2 is provided with a more spirited 124-hp DOHC 16-valve unit, essentially a different cylinder head on the same basic engine block.
The two dozen extra ponies make their presence felt. The twin cam zips from 0 to 60 mph nearly 2 seconds ahead of the SC1 according to saturn's figures. Our SC2 test car felt even quicker than that. The DOHC power module (saturn's term for the engine/transmission package) endows the Saturn with a downright sporty feel, which is matched by the responsive steering and nicely calibrated suspension.
The SC2 is fun to drive on back roads, reacting quickly to driver inputs, and it still manages to deliver an acceptable highway ride. Lively handling has been a Saturn strong suit since the beginning, and small tweaks to the independent suspension system have produced steady improvements. This is one area where the Saturn coupe holds its own with the best in the small sport-coupe class.
Ride quality is, of course, subjective. The same level of harshness we'd take exception to in a sedan is more acceptable in a sport coupe. Let it be said, however, that certain competitors (the new Nissan 200SX or Honda Civic coupe, for example) deliver a better ride and will outshine the Saturn on mountain switchbacks.
As with all Saturns, the SC1 and SC2 suffer from a distinct lack of powertrain refinement. Both engines are noisy, both are rougher than units of similar size found in most rival cars, and the manual transmission's shift linkage is vague and notchy, requiring more driver effort during gear changes than should be necessary.
Although manual transmissions will always make more of limited horsepower, in this case we'd suggest the 4-speed automatic gearbox instead.
Both coupes offer anti-lock brakes (ABS) as an option. Again, the fancier SC2 is a better deal, as ABS comes with 4-wheel disc brakes. The SC1 retains its rear drums even when ABS is ordered. Traction control is another SC2 option, though unfortunately available only with the automatic transmission.
Back on the plus side, both coupes are genuinely economical to operate. The gas mileage penalty of the more powerful SC2 (25 mpg in the city and 35 mpg on the highway vs. the SC1's 28 mpg/40 mpg rating) is a small price to pay for improved performance.
In judging the Saturn COupe's effectiveness as a sporty car, you must take a dollars-and-cents approach. The price of entry is relatively low compared with that of competing coupes, particularly those supplied by Asian manufacturers. But the pricing game can be deceptive. When you start adding the kind of comfort and convenience options that make motoring more fun, the price quickly soars.
Although the SC2 is certainly the sexiest member of its family, we tend to think Saturn makes more sense as a sedan than as a coupe. Same hardware, same options, virtually identical performance and handling - plus a decent rear seat.
Engine noise and transmission deficiencies aside, the SC2 and the similarly equipped SL2 sedan are genuinely a pleasure to drive, while delivering economy-car fuel mileage. The extra performance of the twin cam engine - and the availability of 4-wheel disc brakes - make it well worth the $1100 extra that Saturn charges.
On the other hand, it would be entirely proper of you to ask why Saturn cannot offer standard ABS when some of the other lower-priced compact cars on the market - such as the Chevrolet Cavalier - manage to do so.
And, after five seasons, many people are more than ready to see some significant face-lift work being done on the complete Saturn lineup. But You'll have to wait for the 1996 model year to see that change.