1998 Saturn S-Series Review

The $11,295 Saturn SL1 isn't as refined as the Toyota Corolla and Honda Civic but is solid, affordable and user-friendly.

Unlike some entry-level economy sedans, the front-wheel-drive SL1 is a kick to drive--with crisp power steering, agile handling and a responsive engine. Also, traction control comes at no extra cost with the $695 anti-lock brakes.

An owner won't stop often for fuel, as the SL1 provides an estimated 28 m.p.g. in the city and 39 on highways with the five-speed manual transmission and 27 and 37 with the improved, optional four-speed automatic.

The manual has a rather notchy shifter, but generally is easy to use and works with a light clutch. The automatic is efficient, but stifles acceleration a bit and sometimes calls for a floored throttle to keep up with traffic.

General Motors' Saturn Corp. continues to give its cars small, annual improvements. But there still is no power control for the outside driver mirror. And a jagged-edge fan control is another long-standing annoyance that has been left uncorrected for years.

The SL1 is one step above the base $10,595 Saturn sedan, which comes only with manual steering and a manual transmission. The SL1 is worth the extra bucks if only because it doesn't have the base model's industrial-looking interior.

The first major cosmetic change for the Saturn sedan came in 1996, when a deftly restyled body replaced an ungainly looking one. Fortunately, dent- and rust-resistant plastic body panels such as fenders and doors were retained.

Most consumers didn't concern themselves much with the old Saturn sedan styling because Saturn Corp.'s ``one price'' policy and strong customer service overcame flaws of the car--also sold as a slick coupe and station wagon.

Excessive noise long has been a problem for Saturns, so 1998 improvements include structural changes to the engine block and transmission case housing to reduce noise--and increase durability.

The rather small, 100-horsepower SL1 four-cylinder still is noisy when pushed hard. But it's fairly quiet during most driving and is far more silent than it was a few years ago. It hums contentedly at highway speeds.

At low- and mid-range speeds, this 1.9-liter, single-overhead-camshaft engine provides nearly the same performance as the 124-horsepower, dual-overhead-camshaft version in the higher-line, $12,755 Saturn SL2 sedan.

However, the SL1's road and tire noise continue to be prominent.

The 1998 Saturn sedan gets reduced-force air bags and refined automatic transmission shifting to improve downshift quality and reduce ``hunting'' between gears when, say, driving up mountain roads. There's also improved suspension dampers for a smoother ride.

Four 6-footers fit decently in the SL1, although they don't have much room to spare. Door openings that are narrow at the bottom inhibit entry to the rear seat, which only provides average comfort. The front seats give good lateral support, but are on the small side for bigger occupants. The glove compartment is large, but has a door that looks and sounds cheap when closed.

The turn signal lever feels clunky and horn buttons are hard to use in a hurry because they're small and awkwardly placed on the bottom of the steering wheel rim. But gauges are easily read and most controls work smoothly on the dashboard, which has tiny radio controls, but strategically placed vents. Visibility is good in all directions, although it's impossible to see the trunk when backing up. However, the trunk is large and has a big opening that makes it easy to load. Rear seatbacks quickly fold down flat to considerably increase cargo space.

The SL1's quick, precise power steering feels as if it came from a sports car, and the compliant all-independent suspension helps provide excellent handling and a good ride over most roads--although sharp bumps can upset the auto. Strong brakes and an easily modulated brake pedal help the SL1 stop quickly and surely.