Finally some good news (sort of) from General Motors. It looks like Saturn, one of the GM divisions most often mentioned to be on the chopping block, might actually be spun off into its own independent company.

Last week General Motors said that Black Oak Partners along with other investors and a group of Saturn’s dealers are interested in buying the firm’s Saturn division. Black Oak Partners is a private equity firm, but GM has remained silent on who the other investors might be.

“Over approximately the past 60 days, a sub-committee of Saturn retailers has been studying the feasibility of the sale or spin-off options, and has identified some parties that are potentially interested in a purchase or spin-off of Saturn. With respect to what the eventual outcome concerning Saturn might be with Black Oak or any other interested party, it is simply premature at this time to speculate on what any eventual outcome may be. When we have additional information on this topic, we will communicate to all involved,” said GM in their best corporate speak.

GM is, of course, staring down the barrel of a bankruptcy gun which is scheduled to fire June 1 if the automaker doesn’t get its act together by June 1st. Since Saturn has been on the chopping block since day one of the current economic crisis, spinning it off, and doing so in such a way that keeps cars rolling out of plants and onto showroom floors is likely to be seen as the most positive way to deal with Saturn.

Let’s all hope it works.

Source: CarScoop
Photo from Flickr user chipdatajeffb

Uh-oh, this is bad, and looks like terminal news for what once was General Motor’s supposed harbinger of the way it world work in the future. GM product kingpin Bob Lutz intimates that Saturn is on its way to meet up with Ford’s Edsel and Kaiser’s Henry J in the great auto graveyard in the sky.

Says Maximum Bob, “We spent a huge bundle of money in giving Saturn an absolutely no-excuses product lineup, top to bottom. They had a better and fresher lineup than any GM division, and the sales just never materialized. So we have to act on that. It’s our duty.”

Which is another way to say, “it’s over”.

Which is sad, because initially, Saturn DID look like a good way to future success for GM. Everyone, it seemed, had great things to say about Saturn dealerships, and the whole experience of buying one of their cars, but in between there and now, something happened. For whatever reason, Saturn sales dropped, and dropped more than other GM divisions. And what was called “the Saturn dealer experience” turned sour for some. A lot of people went in to Saturn expecting not only the car-buying event to be different, but the car to work better than it actually did. It wasn’t, and so, we find ourselves where we are: looking at another funeral invite.

Source: Edmunds

By Alex Kramer

Pros:

• Excellent ride quality
• Snappy new exterior style
• Upscale interior design
• Spacious front seats

Cons:

• Tepid acceleration
• Hefty 3800 lb curb weight
• Less than hybrid worthy fuel efficiency
• Marginal rear legroom and smallish trunk

2008 has been a tough year for American auto manufacturers. Faced with high gas prices and strong competition from overseas, sales have plummeted, especially in the traditionally lucrative light truck and SUV segment. Much like in the 1970’s, the pain at the pump has driven consumers to smaller, more efficient models, many of which are made in Japan. Although the Big Three already have some fuel efficient compacts and hybrids for sale, or in the works, is it too late to convince the American consumer that Honda and Toyota aren’t the only ones meeting the MPG challenge?

The folks at Saturn would undoubtedly answer this question with a definitive “No!” Saturn was founded as a company dedicated to small, reliable, efficient cars. Although that mission changed a few years ago and Saturn now offers an array of different sized cars and SUVs, the brand is at the forefront of GM’s effort to go green. Green Line versions of both the VUE compact SUV and AURA mid-size sedan made their debut in 2007, but due to their “mild” hybrid systems and minimal fuel-efficiency gains, interest has unfortunately been mild as well.

After undergoing a significant makeover, the VUE Green Line returns for 2008 with a fresh new exterior, upscale interior, revised road manners, but the same minimally augmented powertrain. For a full hybrid, consumers will have to wait until the 2009 VUE Green Line, which will feature a version of GM’s two-mode hybrid system. Until then, this modest attempt at fuel sipping should convince at least a few consumers to sign at the dotted line, but definitely won’t cause Honda or Toyota executives to lose any sleep.

Driving Impressions

Like other hybrids, the hybrid system in the VUE Green Line consists of a standard gasoline engine mated to an electric motor and a rechargeable battery. Unfortunately, the VUE’s electric motor only puts out about 5 horsepower and is limited to mildly boosting the output of the 170 hp 2.4 L Ecotec engine. No silent running on electric power here, although the system automatically kills the engine when stopped and seamlessly restarts the motor when you release the brake pedal. The end result of this modest attempt at hybrid technology is a decent increase in fuel efficiency over the gas-only VUE: 25 mpg in city and 32 mpg on the freeway, compared to 19 city and 26 fwy for the base 4-cylinder version (EPA ratings).

Combine this minimalist hybrid system with a conventional 4 speed automatic transmission with widely spaced gear ratios and you get some seriously sluggish acceleration. Whatever boost the electric motor gives is hardly felt and the gas engine feels even less potent than its 170 hp suggests. 0-60 takes an agonizing 11 seconds, a full 3 seconds slower than a Nissan Rogue, which amazingly has the same horsepower rating (but does feature a CVT that helps maximize performance). Once up to speed, the engine does a decent job of keeping the car rolling, but forget about any driving excitement. Freeway passing requires a clunky downshift into second gear, after which the engine slowly crawls to its 7,000 rpm redline. This is the car Mr. and Ms. Slowsky would buy.

Part of the blame for this sluggishness must also go to a healthy curb weight of over 3,800 lbs., which is fully 500 lbs heavier than much of the competition in the small crossover segment. This extra heft does give the VUE a very composed, buttoned-down ride and the suspension does an excellent job of balancing ride quality with enough firmness to keep the VUE firmly planted on the road. GM’s borrowing from its European Opel division for the Saturn lineup seems to be paying off big in the ride department (in Europe the VUE will be sold as the Opel Antara). Steering response is also quite good and the brakes are solid with excellent pedal feel.

Build

Build quality is definitely a notch above the typical GM rattletrap from 10 years ago. If anything, the engineers went overboard in giving the VUE a solid foundation, given its high curb weight. The chassis is unflappable over rough roads and the body panels, doors, and windows are solidly put together. When it comes to safety features, Saturn didn’t skimp, with ABS, traction control, stability control, and a full complement of airbags all standard equipment.

(Continued on next page – Interior | Exterior | Value | Rating )

By Herb Dela Rosa

Pros

• European Inspired Handling (with the optional sport handling package)
• Great Fit and Finish
• Good Styling

Cons

• Underpowered Engine/No Engine Options
• Cheap Plastic Interior
• Not enough cup holders!

Introduction
Honestly, I am not tuned in to the latest offerings from Saturn nor did I have any point of reference except for the early model Ion my friend had in college. That Saturn was not a car to write home about. When I first laid eyes on the Salsa Red 5-door Saturn ASTRA XR I was delighted to see Saturn stepping up their game at least in the looks department.

The ASTRA obviously has some European influence in its design. Further research revealed that the Saturn ASTRA was borrowed from GM’s European division Opel with very little changes in the Saturn version except for the fact that some great options are not available in the U.S. version including the Adaptive Forward Lighting (AFL) headlamp system, the adaptive IDS-Plus chassis system with electronic Continuous Dampening Control (CDC), 7 different models, and a myriad of engine and transmission flavors.

The ASTRA is a great looking car. This year, as the 10 millionth Opel ASTRA rolls off the assembly line in Bochum Germany, the ASTRA becomes Opel’s best selling model ever and second best selling car in Europe. Strolling around the ASTRA, I was impressed by the fit and finish, ample use of chrome, techy and very functional projector lamps, sporty body style and the 5-spoke 17″ wheels with 45 series tires on this XR model, included with the sports handling package. The ASTRA XR definitely made me “rethink” my preconceptions about the brand.

Driving Impressions
I was late for a mothers day engagement so I jumped in the car, started the engine and drove off. While making a U-turn I noticed how effortless the steering was and how well the ASTRA negotiated the maneuver with a small turning radius. Approaching the first stop light, I depressed the brake and upon reaching a complete stop, I noticed a slight thump in the transmission and a small reduction in RPMs. An observation that reminded me of the Toyota Prius where the gas motor part of the hybrid system shuts off during complete stops. I had to investigate and found out that the transmission shifts to neutral during complete stops for fuel economy reasons, and then shifts instantly to the gear you were on as you press the accelerator. Four or Five stop lights later, I was on the on-ramp to the highway. As I depressed the accelerator to pick up speed I heard a constant humming of the engine but felt very little acceleration, so I forced the pedal to the metal and felt no down shift of the automatic transmission and very little increase of the speedo at least not proportional to where the gas pedal was. At 1.8 liters and at an estimated 24/32 MPGs we shouldn’t expect too much. Or should we? I’ve driven other 1.8s and felt a noticeable difference in power and acceleration compared to the Ecotec powered ASTRA. Shifting down to 3rd gear on the on ramp helped considerably and it became apparent that peak power can be released at higher RPMs.

I never figured out why Americans generally get the short end of the stick when a European model is brought to our shores for sale in our market. Something is always missing. Browsing through the Opel website, I quickly realized that Saturn’s versions of the ASTRA could definitely use some of those engine options available to the European market. Shame on those product managers.

That being said, I was thoroughly impressed with the cars handling. Spirited driving through on-ramps and on twisty canyon roads revealed its European origins. The ASTRA tested the limits of my courage without a squeal in the tires or significant body roll. The ASTRA was on rails on speedy curves with a solid and stiff, but not overwhelmingly rough suspension I enjoy in VWs and BMWs. The ASTRA‘s vehicle dynamics was obviously tuned to a sportier driving audience.

Build, Ergonomics, and Interior
The build quality of the sheet metal revealed no flaws…all panels were aligned and of good quality. What stood out though were the headlights. There were many things going on inside there, but for a reason, as these were the brightest non-HID lights I have ever tested. When driving through streets, the high beams lit up the entire neighborhood and the beam even reached the top of some of the trees on my block. The European-style turn signals on the rear of the front fender provided a useful function.

Initial impression of the interior was impressive for a car at this price range, the fit rivaled some of the higher end European and Japanese offerings including my 2007 Toyota Camry SE; however, the major difference is in the materials used through out the interior. Hard silver/grey plastic panels in the ASTRA resembled the plastic used in cheap boom boxes that when grazed upon a hard object rubs off the top silver layer and leaves a permanent scratch. They almost look painted. These types of plastic panels are an unwelcome trend in many cars these days in my book. Also, grainy leather look-alike black panels on the dash and doors were hard on the knuckles when performing the knock test. The heated leather seats, although a little rough on the skin, provided great support for spirited driving as well as getting in and out of the car easily. Also, the adjustable lumbar support is a welcome addition on long drives.

The basic instrument panel which provided a tach on the left, gas gauge on the middle top, digital information on the middle bottom, and speedo on the right, were well laid out and un-obstructed; However, the lack of a temp and oil pressure gauge scared me. Temp and Oil gauges should be standard on all cars; I like to see what Im dealing with way before melt down of my engine and not just through warning lights.

The optional advanced audio package provided a great sound and punch. Although, controlling the volume was a little awkward with the thumbwheel controls on the steering wheel. There were some small annoyances – like not being able to see the volume level on the main screen and not being able to switch back and forth on your presets – otherwise a great quality stock stereo system. Also, the clock function is viewable as a 24 hour (aka military time) clock; an unchangeable feature some people may find annoying.

The OnStar system worked great and the voice recognition feature actually worked on the ASTRA during inputs and recalls of my phone contacts.

The optional power sunroof, although a $1,000 option, worked well by providing an open air experience for both front and rear passengers. When wide open, a huge opening appeared on the roof that went from about ten inches from the windshield to ten inches from the rear window. The actual sunshade was a stretchable fabric cloth instead of a hard panel between the interior and the glass common to other sunroofs. The durability of this cover is yet to be proven.

Cup holders are lacking in the ASTRA. The lone cup holder available to the front passengers is located in the center console between the two front seats but way towards the back, requiring some yoga training to access. I guess Europeans don’t drink much in their cars, but Americans drivers will find this inconvenient and may turn your visit back from Starbucks into a hot and messy disaster.

The “All or Nothing” power door lock switch was located on the center console. This button unlocked and locked all the doors in the car at simultaneously; there was no way to unlock the doors individually unless you manual flipped the lever from the inside for each individual door. Some may find this annoying or a safety concern.

(Continued on next page)

by Alex Kramer

Screaming fast turbo-charged engine? Check. Wide grippy tires? Check. Wind in your hair convertible top? Check. Head turning design? Check. New respect for Saturn from the car enthusiast crowd? Check!

Pros:

• Grin inducing acceleration
• Well balanced suspension
• True high performance tires
• “Look at me!” exterior design
• Lots of speed for little cash

Cons:

• Automatic transmission needs a manual mode
• Finicky convertible top
• Cheap interior plastic
• No cargo room

When Saturn emerged on the automotive scene in 1990, it proclaimed itself to be “a different kind of car company.” As an independent and innovative new division of General Motors, Saturn would provide a Japanese level of quality and reliability with a unique, no-hassle sales experience. Although its customer first philosophy did create intense brand loyalty, it never really translated into sales, and by the year 2000 Saturn had lost its autonomy and was largely producing mediocre clones of various GM models. With sales plunging, GM turned to one of its European subsidies for some fresh ideas and a plan to reboot the franchise.

Enter the Saturn SKY, a daring little ragtop that shares its underpinnings with the Opel GT and Pontiac Solstice (other Opel collaborations include the Aura sedan and Astra hatchback). Unveiled in 2007, the SKY features a bold exterior design and some serious sports car moves, all for a relatively modest price. With the 2008 Red Line edition, Saturn fixes the only major knock against the base model, the somewhat anemic 2.4 liter Ecotec engine. By bolting on a turbocharger, re-tuning the suspension, and mounting some seriously sticky rubber, Saturn has created one of the most entertaining cars on the road today, and is well on the way to re-establishing its image as a unique and innovative voice in the car world.

Driving Impressions

Take the SKY Red Line out for a nice afternoon of top-down motoring and you’re bound to come back with a big grin on your face. The fun starts when you fire up the Red Line’s potent power plant, a 2.0 L turbocharged 4-cylinder engine with direct injection that produces a whopping 260 horsepower and 260 lb-ft of torque. With rear-wheel-drive and a limited slip differential, all that power is channeled to the road very effectively. Bury the throttle and you’ll hit 60 mph in just over 5 seconds and a quarter mile disappears in 14 seconds flat, impressive numbers for a car priced under 30 grand. Turbo lag is minimal and there’s so much torque that acceleration is strong in every gear, even at low RPMs. About the only downside to this engine is the less than symphonic tune emanating from under the hood. At idle, the sound is more percolator than purr, and full throttle produces a racket that falls somewhere between a vacuum and a blender.

Our test car featured an optional 5-speed automatic transmission, an interesting choice for a car with such sporting potential. Although this is a solid slushbox that upshifts smoothly and quickly, and downshifts without any fuss, the lack of any manual shift feature is unfortunate. Driving fast on steep and twisty roads was less rewarding than it could have been due to the reduced control over gear selection.

Although not the ultimate corner carving machine, the SKY Red Line is more than capable of tackling a set of switchbacks or turning some hot laps at the local racetrack. With its wide stance, low center of gravity, and balanced weight distribution, the car tracks securely when pointed straight ahead and rotates nicely around its center when cornering hard. The suspension is well balanced, with the specially valved Bilstein shocks being compliant enough to provide a comfortable ride, but also firm enough to keep the car glued to the tarmac. Only when the pace really picks up do you start to wish for a stiffer setup.

Preventing the SKY Red Line from being a truly nimble little roadster is a healthy curb weight of almost 3,000 lbs. In comparison, a Mazda Miata weighs close to 500 lbs less. While the extra mass helps keep the roadster stable at higher speeds, it’s definitely a liability when trying to hustle through some tight turns. Similarly, although steering response is sure and steady, a bit more feedback would be welcome, especially when cornering at the limit. On the plus side, Saturn engineers spec’d the Red Line with some seriously sticky Goodyear Eagle F1 high-performance tires. These tires, combined with powerful anti-lock brakes, as well as defeatable traction and stability control, make for a car that is almost idiot proof. Overcook that sharp left hand turn? No problem. Just grab the wheel and hang on!

Build

Most convertibles these days have fully automatic tops, and those that don’t are at least easy to operate. The SKY, on the other hand, has an utterly finicky and annoying convertible top that is not going to be a selling point for Saturn dealers. When putting the top down you have to practically slam the trunk lid to get it to close properly, which not only takes multiple tries to get right, but every time you’ll be afraid you’ve broken something. Similarly, when raising the roof you need to spend several minutes aligning the top with the windshield, while simultaneously tugging and pushing on it so that you can flip a lever to close and secure everything. Bottom line: don’t buy the SKY if you don’t have a garage to house it in.

The rest of the SKY is bolted together quite well, with no obvious lapses in quality. The doors close solidly and body panel gaps are uniform. Road and engine noise is quite apparent, even with the top up, but that is to be expected for a car with no solid roof and what is likely very little sound insulation material. Some of the interior surfaces give away the fact that this is still a GM product, with the dash being made out of the same chintzy plastic you’d expect from your average rental car.

Interior

To say that the interior is small would be a drastic understatement. Not only is there barely room for two full sized adults, there is literally no cargo room to speak of. With the top up, you might be able to cram a few grocery bags in the trunk, but no large suitcase would fit. The glove compartment is literally only big enough for the owner’s manual and the weird little storage compartment that between the two seats is barely big enough for a few CD cases. None of this will be a problem if you’re just going for an afternoon of joyriding, but anyone with more practical transportation needs should look elsewhere.

Although the seats are nicely upholstered in soft red and black leather, they could use a pound or two more stuffing material. Sitting in the SKY gives you a bit too much of that falling through the seat feeling that normally only happens when you plop down in a 20 year old recliner. Our test model featured a punchy “Monsoon” audio system with in-dash CD changer and satellite radio, although with the top down the system could barely play loud enough to overcome wind noise.

Exterior

If being inconspicuous while driving around town is your goal, then the SKY Red Line is definitely not the car to be seen in (or not be seen). Although the exterior design borrows a few elements from the only other true sports car in the GM family, the Corvette, the final package is a uniquely bold visual statement that will lead to more than a few turned heads. When driving on the freeway, other drivers will speed up to take a look at what just sped by, and parking the SKY downtown will cause pedestrians to pause in their stride and take a long, lingering glance. Factor in a striking silver paint job, optional 18” chrome wheels, twin exhaust pipes, and the Red Line’s cute little “Turbo” badge, and you have a car that clearly signals its sporting intentions.

Value / Who Should Buy It

A turbocharged roadster with two seats and no cargo room is inevitable going to fill a small niche in the automotive spectrum, and no sane person would buy the SKY Red Line to be their daily driver for a boring, traffic filled commute. Yet, for what it is, the SKY Red Line is almost in a class of its own. No comparably priced convertible has anything close to the same performance potential, and the few that do are not only more expensive, but they arguably lack the visual appeal that the SKY has in spades. Although not the fastest or most agile car on the road, and definitely not the most practical or luxurious, the Saturn SKY Red Line has the “wow” factor dialed to 11.

DETROIT — General Motors is trumpeting a pair of numbers about its 2008 Saturn Vue Green Line today. The hybrid SUV’s fuel economy numbers are 25 mpg in the city and 32 mpg on the highway, which represents a 27 percent improvement over the non-hybrid Vue. And the small SUV will start at $24,795. Those figures mean it’s the highest-mileage SUV on the market — and the cheapest hybrid SUV.

Fuel economy was calculated by the EPA using the new 2008 test procedure. GM points out that these numbers put the Vue Green Line ahead of both the Honda CR-V and the Toyota RAV4.

Read the complete article HERE

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Source:
Edmunds Inside Line
Date posted: 10-12-2007

Photo credits:
Photo courtesy of General Motors Corporation