Saturn Astra
General Motors launched Saturn as an import-fighting division and then built years of mediocre cars that attracted few savvy import car buyers. So it's ironic that the Saturn's entry level Astra is a rebadged Opel from GM's European operation.
This handsome, compact Saturn replaces the mediocre Saturn Ion as the automaker's entry level car. Both the American and European (German) versions are virtually identical and both even carry the Astra name. Only minimalist changes were made to the nose to make the American version meet U.S. front impact and headlight regulations.
2008 Saturn Astra
• Likes: Handsome. European driving dynamics. Roomy. Good build quality. Fuel-thrifty.
• Dislikes: Average acceleration. Lots of shifting sometimes needed. Long-throw clutch. More gears would be welcome.
The front-wheel-drive Astra comes as the $15,375 XE and better-equipped $16,925 XR four-door hatchbacks -- and as the $17,875 XR two-door hatchback.
All have a 1.8-liter dual-overhead-camshaft four-cylinder engine, which generates 138 horsepower. It works with either a five-speed manual gearbox or a $1,325 four-speed automatic transmission. Both could use an extra gear or two for better acceleration and fuel economy.
Nevertheless, the Astra is fairly fuel-stingy. I tested the XE with a manual transmission that shifted OK but worked with a long-throw, but light-action, clutch. Estimated fuel economy with the manual is 24 mpg in the city and 32 on highways. Figures with the automatic are 24 and 30.
Acceleration is acceptable, but the sportier XR coupe could use a larger engine with more punch. The Astra engine needs lots of revs for the best acceleration but doesn't really want to rev very quickly and offers little low-rpm torque. That means lots of shifting for the best performance. I needed to downshift to third gear to get the best 65-75 mph passing time.
Thankfully, GM left the European version's athletic suspension virtually unchanged. The Astra thus has a firm-but-supple ride typical of European cars and above-average handling. The slightly lower two-door XR hatchback is the most agile Astra, with its standard sport suspension, quicker steering, anti-skid system and larger 17-inch (vs. 16-inch) tires, with 18-inch tires a $495 option.
However, even the standard XE I drove has fast steering with a nice firm feel, and you can get the XR sedan with a $695 Sport Handling package that contains a sport suspension, 17-inch tires and an anti-skid system.
All U.S. Astras get larger brakes than their European Opel cousins, probably because Saturn figured Americans wouldn't want the noise and dust of smaller disc brake rotors. The brake pedal has a nice progressive action for smooth stops.
Even the XE is well-equipped, with a tilt/telescope wheel, cruise control, AM/FM/CD six-speaker sound system, split-folding rear seat, heated power mirrors with turn signals and power windows and door locks with remote keyless entry.
Safety features mainly are six air bags and anti-lock brakes.
The XR four-door adds air conditioning, MP3 player and steering wheel radio controls, while the XR two-door has the above-mentioned sport goodies.
Leather upholstery and heated seats are offered in a $745-$795 option package for XR models. Stand-alone options include $250 heated front seats, a $495 anti-skid system for the XE, $960 air conditioning for the XE and a $1,000 power sunroof for the XE and four-door XR.
The Astra is quite roomy for a compact car, especially in the backseat area, thanks partly to wheels stretched to the far corners of the body. However, the center of the rear seat is too hard for comfort.
Front seats are comfortable and supportive, and the white-on-black gauges can be quickly read. Sound system and climate controls take getting used to in order to operate them comfortably, and it's a backward reach to the one front cupholder.
The interior has upscale materials and a fair number of places to put small objects. The glove compartment is large and all doors have storage pockets.
The roomy cargo area has a wide, moderately high opening. Rear seatbacks can be flipped forward and sit flat if more cargo space is needed. The hatch has an interior indent to help close it more easily.
The hood raises smoothly on a strut to prevent bothering with a prop rod, and fluid-filler areas in the surgically neat engine compartment are easily reached.
The burning question is why did GM -- after all those years of building American-designed Saturns -- need a European-designed model in the end to field a solid import car fighter?
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