have we any AURA owners here?

If we do, what's your opinion of your automobile?

 

I sell 'em, and drive then every day if that helps. Everybody that has
bought one loves it, however, to be honest, not for those who are height
challenged and I have lost out to Camry due to the enormous headrests on the
rear seat which greatly inhibit rear window visibility, the side mirrors
cold be slightly longer too. Other than that, what a great car, as I say,
people seem to love it.

 

I looked inside one this morning at the dealership. I was wondering how
good they were myself.

This is what CR says about it: ( I hope it doesn't wrap the lines in some
unreadable fashion.) CR isn't keen on it, but OTOH they didn't like the SL2
and I'm still driving one.

Road Test
Tested model: 2007 XE sedan, 3.5-liter V6, 4-speed automatic
Tested tires: Hankook Optimo H725A, size P225/50R17 93S While it's an
improvement over the Pontiac G6 and Chevrolet Malibu with which it shares
its platform, the Aura does not measure up to the best family sedans. The
quick XR has a bigger V6 and six-speed automatic that gets the same fuel
economy as the smaller V6 with a four-speed automatic in the XE. Both have
responsive handling, but the XE has an absorbent ride while the XR's ride
is stiff. Emergency handling could be better despite the XR's standard
stability control. Fit and finish is marred by some details.

THE DRIVING EXPERIENCE
The XE rides better than the XR and absorbs bumps without undue body
motions. The XR is jittery and transmits harsh bumps into the cabin. Both
engines are quiet and wind noise is suppressed, but some suspension noise
is evident. Both versions are nimble, and the XE has responsive and
well-weighted steering. The XR has heavier steering with less body lean.
Both have a wide 42-foot turning circle and the XR's steering requires a
lot of effort to park. Both cars slid their tails too easily at their
limits and the XR's standard stability control intervened too late. Both
engines accelerate well, although the 224-hp, 3.5-liter V6 in the XE is not
as quick or refined as the 252-hp, 3.6-liter V6 in the XR, which had easily
provoked torque steer and wheelspin. Expect 20 mpg overall for both. The
four-speed transmission in the XE isn't as responsive or as smooth as the
six-speed in the XR. Braking performance was very good, but wet stops were
a bit long. Headlight performance was good.

INSIDE THE CABIN
The interior is nice but has some second-rate details. The Aura's cabin is
plagued with miscues, such as the poor fitting, sharp-edged seatback trim
and the odd omission of over-the-door assist grips. The dash top is nicely
padded and switchgear is rubberized, but the console feels flimsy. The
telescopic steering wheel and optional power adjustable pedals helped
drivers get comfortable. Head and leg room are good, but the wide center
console takes up knee room. Most found the shoulder belt anchors too low
even at their highest position. The wide rear head restraints and roof
pillars hinder rear visibility. The front seats are supportive and
comfortable, but some found the XE's cloth seats too firm on long trips.
The lumbar adjustment is hard to reach. The rear seat is roomy, but its
hard, flat cushion is too low to provide sufficient support. The XR model
has wireless headphones and rear-seat audio controls, rare on a family
sedan. Front access is easy, but the sloping roof hinders rear access. Most
controls and gauges are user-friendly. The automatic climate system on the
XR works well, but the center-vent shutoff on both cars failed to work.
Cabin storage is modest. The nicely trimmed trunk can be expanded by
folding the 60/40-split seats using the straps inside the car.

SAFETY NOTES
Seatback-mounted side-impact air bags and curtain head-protection air bags,
extending to protect outboard occupants in both rows in side impacts, are
both standard. They supplement required front air bags and three-point
belts in all seats. The front seatbelts have adjustable upper anchors to
help get a comfortable and safe fit, and are equipped with pretensioners to
help reduce belt slack in the event of a crash. Rear outboard belts have
comfort guides to better position the shoulder portion of those belts for
small adults or children who have outgrown child restraints. Optional
power-adjustable pedals can help drivers maintain a good reach to the
pedals and safe distance from the steering wheel. There are adjustable,
locking head restraints in the front and rear outboard seats that are tall
enough even when lowered to reduce rearward head travel and whiplash
injury. The rear center seat lacks a head restraint. Daytime running lights
are standard. Driving with kids: It may prove difficult to get a secure fit
for rear-facing infant seats in the rear center seat when installed using
the seatbelts. They should prove secure with LATCH. Front-facing seats and
rear-facing convertible seats should also prove secure. There are three
top-tether anchors on the rear parcel shelf and three sets of LATCH anchors
in the rear seat. The center LATCH anchors are offset into the left rear
seat, preventing using that seat if there is a LATCH seat in the center;
the owner's manual restricts the number of LATCH seats installed in the
rear to two and also restricts other occupants when LATCH seats are used,
since access to seatbelts can be hindered.

RELIABILTY
We do not have data to predict reliability, this model is new.

 

The XR has heavier steering with less body lean.

Doggone....that about kills it for me. I swore when I rented a Buick Le
Sabre once that I would never own one, due to its turning radius, which was
akin to a small battleship. Why a 42 foot turning circle for a medium
size car? My 2003 Avalon is only 37 feet, and it's considered a large car.

Thanks for the input, gentlemen!

 

Like all previous SATURN cars- I just wonder what epidemic, costly
manufacturing flaws is Saturn Corp hiding from its customers?!

Flaws that usually show up after the warranty expires!

Never buy ANY Saturn (new or used) unless you are armed with an
ironclad, extended warranty!