1997 Saturn S-Series Compact Car Review & Performance

exterior panel, all glass and light assemblies have received a striking

makeover." Agreed. All coupes have exposed headlamps this year. Previously,

the headlamps on SC2 models were pop-ups.

The roof takes a gentle arch to the rear glass, then down to a stubby

deck lid. The rear bumper is massive and is a significant styling feature.

It's also body-colored, unlike basic editions of the sedan and wagon. The

taillights wrap around and the trunk lid is covered with reflective materials

of various colors--red, yellow, white. The trunk lid opens to vertical

and the lift-over is quite low, so loading is easy. The rear seatback has

a 60/40 split.

All in all, the SC1 is about as good looking as coupes get these days,

unless you're enamored of such free radicals as the Mitsubishi Eclipse

and Eagle Talon.

All Saturn bodies use a space frame which allows the use of polymer

doors, fenders, quarter panels and fascias, a feature that helps keep Saturn

owners so loyal. This material is highly ding- and dent- resistant, and

major repairs require the simple removal of a panel. The material is also

rust-proof and recyclable.

Saturns use a standard MacPherson strut front suspension with a tri-link

design at the rear--two unequal-length links to control lateral movement,

with a single longitudinal link looking after fore and aft movement.

Brakes are disc in front, drums at the rear. As mentioned, the ABS is

optional ($695), but includes traction control, which can be switched off

if the driver desires. Tires are a modestly hefty P175/70R-14 for all Saturns.

The option for the SC1 is P185/65R-15 tires on aluminum wheels.

in. And getting out is something of a climb.

One tester's initial reaction to the interior was "plain, but not

unattractive." Good summation. The cloth is good quality and the pattern

pleasingly subtle. The theme is ovoid shapes and rounded corners, with

a modular center pod for audio and climate controls.

Simplicity is repeated in the instrument cluster which has a speedo,

a tach, a fuel gauge and a temp gauge. Period. We've always held that sporty

cars should have a few extra instruments in keeping with the sports car

heritage. But that means extra cost, so if you want a tachometer you need

the SC2. The steering wheel is adjustable up and down, so what instruments

are there are visible to all.

There is no lidded console, just an open catch-all tray. Two cupholders

sit in front of the shift lever, one with a removable ash tray insert.

The seating position is close to the floor, the window ledge high, so

shorter occupants may feel a bit deep into the SC1.

We found the seats rather uncomfortable, even on short runs. The bottom

cushion is short front to rear and lacks support for even average-height

occupants. Similarly, lateral support for back and thighs is less than

we would like.

The driver's seat fore and aft travel has been increased an inch this

year. With that seat in position for a six-foot driver, a six-foot rear

passenger found his knees virtually under his chin. The rear seats are

little more than padded depressions, so don't sentence friends to extended

periods back there.

But let's not make too much about the back seats. This is a small sport

coupe built for fun, not rear seat comfort. Sedan and wagon models have

more rear seat room, though this is not a strong suit in terms of the best

in this class.

sweet little coupe down the road at a moderate pace, but it's not up to

anything much more demanding. According to Saturn, if you wring out all

the performance in there, you will hit 60 mph from stop in 10.5 seconds.

The question, of course, is do you need to get there any more quickly?

If you do, you need the SC2. And you do not need the performance that

goes with the base engine paired with an automatic transmission in any

Saturn. Automatics will work better with the twin cam engine.

The engine, transmission and clutch make a happy threesome. The shifts

are smooth, the clutch is linear, which means there is no sudden engagement

point, and the engine delivers its power in an even--if tepid--flow.

The handling is quite good, we found, with the suspension happy over

almost any surface. Over a favorite piece of twisty road the SC1 could

be persuaded to take on a more aggressive personality if we shifted into

third, and left it there, squirting from corner to corner and dealing only

with the throttle and the steering wheel.

That's for when the boy/girl racer impulse hits. In the normal mode,

the SC1 easily settles into a satisfying motoring rhythm. It feels light

and compact, the engine sounds are muted, wind noise very low. The SC1

is simply fun to drive, thanks to its teriffic looks and nimbleness.