First Drive: 2007 Saturn Aura XR
10/06/2006
Shahed Hussain
GM's Saturn division was in dire need of a midsize sedan. The previous L-Series sedan was so nondescript that it quickly faded into the background, and out of production. So the Aura could not arrive at a better time for Saturn, as GM attempts to inject new life into its import alternative division. The Aura bears a strong resemblance to the Opel/Vauxhall Vectra, with which it shares styling. What the Aura doesn't get is the 255-bhp 2.8L V-6 turbo and manual transmission that power the Vauxhall Vectra VXR. GM positions the Saturn Aura as a mainstream family sedan, so it is probably just as well.
The Aura is available with a choice of two V-6 engines: a base 224-bhp 3.5L V-6 (Aura XE) or a 252-bhp 3.6L V-6 (Aura XR). Despite similar displacements, the engines are not related. While the 3.5L is a pushrod OHV design, the 3.6L is a DOHC 24-valve powerplant. Both engines employ VVT (Variable Valve Timing) for enhanced power and torque, although the 3.6L has the edge on torque (251 lb.-ft. vs. 220 lb.-ft.). Oddly enough, the 3.5L gets better highway mileage (30 MPG vs. 28 MPG); despite having nearly identical overall top gear ratios as the 3.6L engine. The Aura XR gets a smooth 6-speed automatic, while the base Aura makes do with a 4-speed automatic. Choose the Aura XR for its greater power and acceleration, but frugal buyers should consider the base Aura XE model instead to shave $4,000 off the base sticker price.
Since Saturn borrowed styling from Opel, GM's German subsidiary, the Aura has the clean European styling that sets it apart from its Chevrolet Malibu and Pontiac G6 siblings. Although the Saab 9-3 is arguably the best looking of the bunch, the Aura is a close second. At least the exterior is attractive, but once inside the Aura, the impression is not so favorable. The tested Aura XR had the optional Morocco leather trim which was an orange-brown color. While the leather seat upholstery is certainly distinctive, the interior trim doesn't fit together well. The dash cover is visibly warped where it meets the HVAC vents. Door trim is textured hard plastic, which also detracts from the impression of interior quality. Power mirror controls, located on the door near the A-pillar, are too far away for easy access. This is an odd oversight, since most other cars have such controls on the driver's door or dashboard. Although the Aura appears luxurious at first, one soon sees the evidence of cost cutting and poor ergonomics throughout the interior. This is very disappointing, especially when compared to the closely related Pontiac G6, which has visibly better build quality.
Fortunately, the Aura XR fares better on the powertrain front. The 3.6L VVT V-6 has strong midrange torque, and coupled with the 6T70 6-speed automatic, provides seamless thrust. For drivers who prefer more involvement, the 6-speed has TAPshift(R) steering wheel mounted paddles for manual shift control. Although this V-6 gets somewhat thrashy above 6,000 RPM, there is still reasonable power in the upper reaches of the rev band, which stretches to 7,000 RPM. Torque steer is minimal, and is essentially unnoticeable except for a small tug off idle. Cruising quietly at 80 mph, the Aura feels appropriately refined, with low wind and tire noise. Overall, the 3.6L V-6 and 6-speed transmission combination stacks up well to comparable powertrains from domestic and Asian sedans.
The European heritage of the Aura is evident in the excellent steering feel and effort, which distinguishes it from some of its midsize competitors. With 2.8 turns lock-to-lock, steering response is quick, which enhances the Aura's nimble handling. Although understeer is minimal at moderate speeds, we didn't have a chance to really push the Aura on public roads. Overall ride and handling is competent, with an emphasis on comfort. Although the Aura is no sport sedan, it won't feel out of place on twisting roads.
Even though the Aura XR is a marked improvement over the uninspired L-Series, it really isn't competitive overall with the segment leaders, the Accord and Camry. The powertrain is solid, but the underwhelming interior design and execution are not where they need to be. This is rather unfortunate for Saturn, because the cutthroat midsize sedan segment will not tolerate missteps. Customers interested in a comparable GM offering should seriously consider the Pontiac G6 GT or GTP. The Aura has arguably better exterior styling, but the Pontiac wins easily on interior design and build quality. In the end, the Aura competes more with the G6 than it does with the Accord, Camry, or Altima. We hope that GM budgets the development dollars to raise the Aura to the level it deserves.