2003 Saturn ION

The first totally redesigned sedan in Saturn's 12-year history is a big improvement over the previous model--and is about six years overdue.

The aggressively priced new sedan is called the Ion. It replaces Saturn's S-series sedan and will be joined by an Ion coupe with small rear-hinged back doors that arrives next spring.

Subcompact cars are growing in size, and the more rigidly built Ion sedan is no exception. It's 6.4 inches longer, 2.4 inches taller and about an inch wider, with a slightly longer wheelbase and track. It's also more powerful than the old S-series sedan, but approximately 350 pounds of added weight largely negates the power increase.

The styling could be called quirky or sleek, with some oddly shaped pieces. Dent-resistant plastic body panels continue to be used. One peculiar feature invented by Saturn is narrow interchangeable roof rails that can be color-coordinated with interior trim accessories.

The Ion sedan comes in three trim levels appropriately designated 1, 2 and 3. The car is built on General Motors' new Delta platform, which will be shared by the redone 2004 Chevrolet Cavalier and Pontiac Sunfire.

The 2.2-liter, 140-horsepower four-cylinder "Ecotech'' engine is larger and more powerful than the two old 1.9-liter engines, which had 100 and 124 horsepower. The new engine is noisy when pushed, but has balance shafts to make it smoother. And it succeeds noisier, rougher Saturn motors. It's sophisticated, with dual overhead camshafts and 16 valves, and also is in the larger Saturn Vue sport-utility and L-series sedan, besides the Cavalier and Sunfire.

The Ion has decent acceleration, but is no fireball despite the increased power. The engine is backed by a five-speed manual transmission with rather long throws or a responsive five-speed automatic, which costs an extra $900 but doesn't cause acceleration to suffer much; it has closer steps between ratios for quick acceleration when needed, especially during passing.

A nice touch for the manual gearbox is a rare synchronized reverse gear that lets a driver shift into reverse without grinding before the car is fully stopped.

Estimated fuel economy is 26 mpg in the city and 33 on highways with the manual transmission, and 24 and 32 with the automatic. Only 87-octane fuel is required.

The Ion has a supple suspension, but my level 3 test model's ride may be too firm for some with its 55-series tires. Saturn replaced the old all-independent rear suspension and substituted a beam axle to cut costs and increase cargo space.

The trunk is large, with a low, wide opening. But the interior of its lid has a very unfinished look and it uses space-eating hinges instead of struts. Split rear seatbacks flip forward for more cargo room, but don't sit entirely flat. However, the pass-through opening between the trunk and rear seat area is large.

While the $11,510 Ion level 1 has skinny 14-inch wheels and 70-series tires, the $13,510 Ion 2 level has more acceptable 15-inch wheels and 60-series tires. The $15,010 level 3 Ion rides on 16-inch wheels and those 55-series tires, which are commendably large for an economy car but generate excessive road noise on rough surfaces.

The variable-ratio electric power steering is fairly unusual and is tuned to each trim level. It's quick with decent road feel, but feels almost too heavy at higher speeds.

The Ion is nimble and fun to drive. The brake pedal has a progressive action, but the pedal is set much higher than the accelerator pedal on automatic transmission models; that forces a driver to raise his foot a lot when moving it from the accelerator to the brake pedal.

The Ion's spaceframe structure is designed to absorb and redirect the force of a collision around occupants. Other safety features include an anti-lockout protection feature on level 2 and 3 Ions that won't let the driver's side door lock if the key is left in the ignition.

Safety options include $400 anti-lock brakes, which come with a no-extra-cost traction control system and are well worth the money. There are no torso side air bags, but curtain side air bags are optional for $395.

Other options include GM's $695 OnStar assistance system, $725 power sunroof for level 2 and 3 versions and $700 leather upholstery for the level 3 model.

Air conditioning is $960 on the level 1 Ion, but standard on other models. The level 1 model only has a fair amount of standard equipment.

The small race-car-style steering wheel looks peculiar in this sedan. But it allows easier entry and lets a driver set the wheel in the most comfortable position without needing to adjust it to see the instruments, which are in a center dashboard pod instead of behind the wheel.

Gauges are on the same horizontal sight line as the side-view mirrors, but I never fully became accustomed to their location.

Seats are set high in the fairly quiet interior to also help provide easier entry and exit and allow a good view of surroundings. There's decent room for four tall adults, although leg room behind a 6-foot driver gets tight if the driver moves his seat back to get fully comfortable.

Most interior materials are decent. Front and rear cupholders are conveniently positioned, but rear windows don't lower all the way. Doors have storage pockets, but the small front console storage bin is set too far back. There's no cover for the passenger-side vanity mirror on the inside of the sun visor--another cost-cutting move.

The Ion sedan isn't as refined as some Japanese rivals, but it may be GM's best hope to attract young new entry level car buyers because it precedes replacement of the aged Cavalier and Sunfire.


2003 SATURN ION SEDAN

Prices
$11,510-$15,010

Likes
Totally new design. Fairly roomy. Nimble. Dent-resistant body panels.
Dislikes
Not as refined as some Japanese rivals. Noisy engine. High brake pedal.