Saturn has revised its 2005 Ion sedan to make it more competitive by giving it everything from improved styling to new seats. Even the steering wheel is new.
Saturn got a good start after its 1990 debut by emphasizing no-haggle pricing, dealer-friendly service and a "down-home'' all-American image enhanced by emphasizing assembly line workers at its rural Tennessee plant.
Saturn was supposed to be a General Motors import-car fighter. But GM made a big mistake by largely neglecting Saturn development during most of the 1990s. It kept selling essentially the same subcompact models year after year, when competitors kept introducing new or upgraded small cars.
While economical and generally fun to drive, Saturns were unrefined, with noisy engines, cheap controls and cheesy interiors. Making matters worse was that they looked like small Oldsmobiles during much of the 1990s, when distinctive styling would have enhanced their import-fighter image.
Saturn also made a mistake by introducing the larger, bland L-Series sedan in 2000. It was anything but all-American, being based on the German GM Opel Vectra model and assembled far from Tennessee at a GM plant in Delaware. This slow-seller lacked the refinement and quality of rivals and recently was dropped.
The 2003 Ion debuted as the first significantly new Saturn. While still a small front-drive auto like its aged S-Series predecessor, it was 6.4 inches longer, 2.4 inches taller and about an inch wider, with a slightly longer wheelbase.
The Ion sedan is larger than many subcompacts, so there's room for four 6-footers. However, there's no surplus of foot space in the rear, where a third middle adult will feel squeezed. The large trunk has a low, wide opening, and rear seatbacks flip forward to increase the cargo area. However, trunk hinges eat into cargo room.
The Ion's sophisticated 2.2-liter four-cylinder engine was larger and more powerful than Saturn's old 1.9-liter four-cylinder engines. Built on GM's new Delta platform, the Ion was sleeker and had an improved interior.
However, to cut costs and increase trunk room, Saturn replaced the old model's independent rear suspension with a cheaper beam axle.
In an unusual move for an American car, Saturn put instruments in a center dashboard pod instead of behind the wheel. Some Saturn buyers complained about the gauge replacement, but most didn't because, well, it wasn't too much of a stretch to see them and the Saturn was supposed to be different from other GM cars.
The 2004 Ion had a few minor changes, which is nearly always the case with a second-year new model, but the 2005 version has solid improvements.
The latest Ion sedan shares its 140-horsepower engine and platform with Chevrolet's new front-drive Cobalt sedan, which replaces the venerable Chevy Cavalier, and comes in three trim levels.
The levels are appropriately designated 1, 2 and 3. Prices start at $11,430 for the Ion 1 trim level, which is only moderately well equipped for an entry model; it has a tilt wheel, 60/40 split-folding rear seat, AM/FM radio, rear defogger and variable intermittent wipers -- but also narrow 70-series tires on skinny 14-inch wheels.
The Ion 2 starts at $14,380 and adds air conditioning, power door locks, AM/FM/CD player and wider 60-series tires on larger 15-inch wheels.
The Ion 3 begins at $15,905 and adds power windows, mirrors, remote keyless entry, cruise control, AM/FM/CD/MP3 player and wider 55-series tires on new alloy wheels for the best grip and handling.
The Ion 3 also has a new chrome beltline molding immediately below the side windows for a more uplevel appearance.
All trim levels are powered by the relatively quiet dual-overhead-camshaft engine, which has balance shafts to provide smoothness. The 16-valve engine provides quick acceleration in town and lively highway performance, with a good merging and 65-75 mph passing times.
A five-speed manual gearbox is standard and should have the shorter throws of the hot rod Ion Red Line coupe. Saturn seemingly has taken a step backwards by dropping the 2004 Ion sedan's five-speed and continuously variable (CVT) automatic transmissions in favor of a four-speed automatic. However, it upshifts smoothly and downshifts quickly.
Estimated fuel economy with the manual transmission is 26 mpg in the city and 35 on the highway. It's 24 and 32 with the automatic.
The first thing one might notice about the new Ion sedan is revised front styling, which gives it a more substantial appearance; this is the best looking Saturn sedan ever built.
New front and rear seats for the Ion 2 and 3 provide more comfort and lateral support, although they should provide more such support in curves and during emergency maneuvers.
Various interior refinements finally give the interior an upscale look, although there's lots of hard plastic and interior door handles feel marginal. Leather upholstery enhances the interior's appearance, but is a $700 option reserved for the Ion 3 trim level.
Options include $960 air conditioning for the Ion 1, a functionally useless $250 rear spoiler for the Ion 2 and 3 and a $725 power sunroof for those higher-line trim levels.
Saturn has done a really good job finally making its 2005 sedan quiet; improvements to noise, vibration and harshness levels are from such things as an acoustic engine cover and other powertrain-related enhancements. The automaker also used Quiet Steel multilayered laminate for the dashboard.
There's a new, larger four-spoke steering wheel that replaces a too-small wheel on the previous Ion. The new wheel previously was only in the Red Line coupe. Climate controls are large, but those for the sound system are small.
Front and rear cupholders are nicely placed to avoid spills, and all doors have storage pockets.
Calibration of the variable assist electric-boost power steering has been revised for better on-center feel; drivers now can remove hands from the wheel and be confident that the car will continue in a straight line. Although quick, the steering feels rather dead, which is true of many GM cars with the relatively new electric-boost steering.
Also revised is the suspension, with new hydraulic rear bushings and improved front lower control arm bushings. My Ion 3 test car had the largest wheels and tires, so it handled better than other Ion sedans. Still, it fell short of the Red Line coupe's extra-sharp handling and often seemed too soft -- although the ride was comfortable for an economy car.
The brake pedal has an overly soft action, but isn't touchy. Stopping distances were OK. A worthwhile option for all Ion trim levels are the $400 anti-lock brakes, which come with a traction control system.
Curiously, front torso side air bags aren't offered, although they're standard or optional on Ion rivals such as the Ford Focus, Honda Civic, Hyundai Elantra and Toyota Corolla. Head-protecting curtain side air bags are a $395 Ion option.
GM's OnStar assistance is a $695 option for Ion 2 and 3 trim levels, which also offer satellite radio for $325.
The Ion sedan continues with attractive Saturn features such as no-rust and dent-resistant plastic body panels and a dealer-friendly philosophy. Saturn is departing from a long-standing policy by offering rebates, which should enhance the Ion's appeal in its budget-conscious market.
2005 SATURN ION SEDAN
PRICES
$11,430-$16,805
LIKES
Nice styling and mechanical revisions. Fairly roomy. Lively. Good ride. Decent handling. Fuel-stingy.
DISLIKES
Center gauges. Small sound system controls. Soft brake pedal. Space-eating trunk hinges.
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