1997 Saturn S-Series Review

Don't think Saturns are racy? Just give the rakish 1997 Saturn coupe a good look.

The Saturn coupe always has been sportier than the Saturn sedan, and the 1997 coupe is considerably racier than its four-door cousin--not to mention the 1996 coupe.

The new, $12,495-$14,535 coupe runs quieter than its predecessor, and is roomier and more refined than the 1996 version. It should stay in style into the next century and likely will be on the 1997 ``best buy'' list of many auto publications.

The new, more rounded front-wheel-drive coupe continues in base SC1 and higher-line SC2 form and retains a resemblance to its predecessor. But every exterior body panel and all glass and light assemblies get a striking makeover. Gone are the SC2's pop-up headlights.

For the first time, the SC1 and SC2 share common plastic rust-proof and dent-resistant body panels, such as fenders and doors. Thankfully, the new steel roof no longer allows water to drip onto seat cushions when the door is opened.

A wedge-like front appearance is highlighted by fixed, exposed modular headlights, and daytime running lights now are standard. The SC2 has standard foglights and a rear spoiler, which is a $245 option for the SC1.

While a fairly quiet highway cruiser, the Saturn has 1.9-liter four-cylinder engines carried over from the 1996 model year. They remain noisy during brisk acceleration and still cause vibrations to be felt through the steering wheel and pedals when the car is idling with the automatic transmission in the ``Drive'' position.

Still, the new coupe, which I recently tested, is quieter and generates less vibration. For that, you can thank improvements such as a better door sealing system, more sound absorbing material and improved engine mount and torque struts. There is little wind noise, but road noise still is prominent.

Prices shouldn't break the bank. The SC1 coupe costs $12,495 with a five-speed manual transmission and $13,335 with a four-speed automatic. The SC2 is $13,695 with manual and $14,535 with automatic.

Standard are dual air bags and items such as an AM/FM stereo, adjustable steering column, intermittent windshield wipers, rear window defroster and remote fuel filler door and deck lid releases.

Anti-lock brakes with traction control are a key, $695 option. Air conditioning is $930, and a power sunroof is $695.

But watch those options. They can easily cause the SC2's price to top $18,000.

Although still buzzy, the SC1's single-overhead-camshaft, 100-horsepower engine and the SC2's dual-overhead-cam, 124-horsepower motor are strong and provide lively acceleration--besides good economy.

Both models accelerate faster with the five-speed manual transmission. But the quick-shifting automatic--which downshifts almost too much--allows lively performance and adapts the shift pattern to individual driving styles.

Curiously, the automatic shifter's ``Reverse'' position is extremely close to the ``Park'' position--causing one in a hurry to easily bypass the reverse slot and shift into the transmission's ``Neutral'' position. You just sit there, going nowhere.

Figure on 0-60 m.p.h. in 10.5 seconds with the SC1 manual and in 9 seconds with the SC2 manual--with the automatic adding about a second to the 0-60 m.p.h. run. That's fairly quick, considering that the Saturn engine is small and the car's base weight ranges from 2,309 to 2,415 pounds, depending on the model and engine/transmission combination.

The best economy is provided by the SC1 motor with manual transmission--an impressive, EPA-estimated 28 m.p.g. in the city and 40 on highways. The worst economy is offered by the SC2 engine and automatic, at 24 city and 34 highway.

For the first time, a Saturn coupe allows two 6-footers to sit fairly comfortably in the rear. That's because the new model is built on the longer, 102.4-inch wheelbase of the Saturn sedan and wagon. Rear-seat passengers get 4.5 inches of added legroom and sit more comfortably in recontoured seats.

The new coupe's 3.2-inch longer wheelbase also helps provide a smoother ride, although the SC2's stiffer suspension causes occupants to be jolted when the car encounters bad bumps. The SC1's ride is softer and more pleasant.

The coupe's handling remains excellent, helped by an all-independent suspension and responsive steering with a revised power steering pump for more efficiency.

But the SC2's sport suspension, wider tires and variable-effort power steering provide a definite handling edge over the SC1.

The Saturn coupe offers plenty of room up front, and the driver's seat track has been shifted rearward one inch to provide more legroom; that seems like a small point, but tall drivers will instantly appreciate the change. The interior is user-friendly, with easily read gauges and nice control placement. But the SC2 bucket seats are more heavily contoured for better support during spirited driving.

Cargo space is generous in the easily loaded trunk, and flip-forward rear seatbacks considerably enlarge the cargo area.

No matter how rakish, heaven forbid that any Saturn model not be practical.