Test Drive: 2008 Saturn Astra XR

Consumers in the US have relatively limited choices when it comes to small, solid-feeling European hatchbacks and sedans.  For the most part, we miss out on all the cool hot hatches and subcompacts that Europe gets to enjoy.  While this is mostly due to the nature of our roads as well as the lower taxes and price of gasoline here, there are some people (read: me) who enjoy this type of car much more than, say, a Chevrolet Impala.

I mean sure, we get small hatchbacks here.  But for the most part, they're all crap.  Nissan Versa?  Err, pass.  Chevrolet Aveo?  Thanks, but if I wanted a Daewoo, I probably would've bought one before they retreated from the US with their proverbial tail between their legs.  Honda Fit?  How does 4,000 rpm at highway speed sound to you? No, that really only leaves Euro Hatch enthusiasts in the US with a few options.

There's the Volkswagen Rabbit, which is fun to drive but looks a bit like a last-generation Civic Hatchback.  Also, the Rabbit's gotten a bit big and heavy to really fit the "small commuter hatchback" mold.  Mini Cooper?  Sure, if you want a poorly built, overpriced hair stylist's car.  Audi's A3 is a masterpiece of "small luxury," but it's a bit hard to swallow paying nearly $27,000 for a base model A3 when you realize it's nothing more than a GTI in a party suit.  And it's a bit cramped.  The Volvo C30 is tempting, but it lacks useable space thanks to the racy roofline - even if it does look like a P1800ES, which is no bad thing.

Then you have the Asian entries, which are either tinny little torture boxes, or high-strung turbo hotrods.  The base Impreza wagon looks like a melted Corolla.  Honda doesn't even sell a Civic hatchback any more, and the Fit's fuel mileage is no better than the normal-sized Civic.  The Matrix/Vibe twins reek of Toyota's soul-less engineering, regardless of whatever tacky sports goop they glue on it.  The Mazda 3 is still a joy to drive, but is getting rather long in the tooth and still feels kind of like a really nice sewing machine.

What if you just want a decent, well-built and engineered hatchback, that's inexpensive to operate but enjoyable to drive?  Well, you can find that in pretty much the last logical place you'd look: your local Saturn Dealer.

I know, I know.  Saturn: uninspired plastic cars for uninspired plastic people, right?  Well, as reluctant as I am to admit this, if you haven't been inside a Saturn dealership recently, you should do yourself the favor and take a look.

Saturn's small model, the Astra, replaced the Ion in 2007.  For those of you in Europe wondering why I'm banging on about a blasted Astra, you have to realize the true depth of the awfulness that the Astra's predecessor possessed. The Ion, sold from 2003-2007 was a complete mess: rattly plastic interior, gauges in the middle of the dashboard where they don't belong, and one of the most depressing, uninspiring chassis ever to plague a small car.  I can't think of a single redeeming attribute the Ion possessed; it was a dismal failure.  Even Saturn owners hated it.  And then there was the rubber-band CVT transmission, which pretty much made a lot of noise and then blew up.

So stepping from an Ion into an Astra is pretty eye-opening.  The Astra is a captive import sold through Saturn dealers, produced by GM's German subsidiary Opel in Antwerp, Belgium.  I think it's a quite attractive, if somewhat conservative design - although the 3-door hatch's lines are quite a bit more exciting than the frumpy 5-door's.  It has the kind of attention to detail that most domestic GM's lack, so even though it doesn't break any new ground stylistically, that's not necessarily a bad thing.  Especially when you consider some of the "new ground" broken by BMW's Chris Bangle.

In the US, it is only sold with one powertrain and two body styles.  The Astra comes in 3 or 5 door version, with either XE (base model) or XR (uplevel) trim.  The only available engine is a 1.8L "EcoTec" twin-cam 16v I4, with variable valve timing.  This engine makes 138 horsepower and 125 lb-ft of torque, mated to either a 5-speed manual or a 4-speed automatic.

Like many captive imports, there are some things on the Astra that are just fine for the American market... and there are some things that need some work.  The biggest problem with the Astra (at least to me) is the lack of shoulder room.  It's a bit cramped inside with two full-sized passengers compared to, say, a MKV Volkswagen Rabbit/Jetta.  Still, the interior is a nice place to spend time: very supportive seats, a nicely sized thick steering wheel, hand controls on the wheel for cruise and audio, neat and legible gauges, etc.

There are a few ergonomic faux-pas to be found in the interior, though.  For example: why are the HVAC controls at the bottom of the instrument panel, where you can't see or really reach them?  Why is there only one cup holder, and it's behind the driver's elbow where it's impossible to reach?  And why is there an information display integrated into the center of the dashboard, surrounded by four inches of plastic on each side, but no available navigation system to make use of that space?  I mean, it's a great trip computer, but it's a bit of wasted space in this cramped interior.  Minor annoyances inside, the Astra has all those "nice car" features, just packed in a smaller package.  Automatic headlights, heated seats (leather OR cloth!), huge dual-pane sunroof, 6 CD changer/MP3 player, and enough airbags that it'll float if you drive it into a lake (don't try this.)

The controls have that solid, smooth feel to them that most of the American manufacturers haven't quite figured out yet.  The wheel controls roll with the same smoothness of an Audi A4, the turn signals use the same bizarre one-touch method as BMW and Volkswagen (as do the wipers... which takes some getting used to.)  Still, doesn't this screen seem like a complete waste of space to you?  You almost expect it to say "I'm afraid I can't let you do that, Dave."

Anyway, enough harping on the tiny display screen.  What's the Astra like to drive?

Well, one thing it won't do is light the pavement on fire with it's fierce power.  Despite the relatively low 2,800lb kerb weight, the Astra is just plain short on torque, compared to the competition.  The Astra's 138 horsepower arrive at a relatively high 6,300 rpm, and the bottom end is pretty weak, too: peak torque occurs at 3,800 rpm.  The 5-cylinder Rabbit produces 52 ft-lbs more, and you can feel it: the gears need a bit more rowing than you'd expect in a domestic.

What's a shame is that Opel offers the Astra with a wide range of engines in Europe, and the 1.8L EcoTec we get isn't exactly the pick of the litter.  Given my druthers, I'd really like to get my hands on an Astra with the 1.9CDTi motor - which makes 148 horsepower, and a burly 236lb-ft (320Nm) from 2000-2750rpm.  There's also the high-performance OPC model, with a 237-horsepower 2.0L gas turbo engine.  Perhaps best suited for America's current tastes would be the 1.6L turbo, though, which makes an entirely adequate 177 horsepower and 170 lb-ft of torque while getting nearly 40mpg on the highway.   Still, the engine isn't the highlight of the Astra; it's the handling.

Throw the Astra into a sharp bend or highway onramp, and rather than rolling over and playing dead like most American cars, the Astra shines.  With the optional 17" all season high performance tires and the sports suspension, the front end bites in resolutely and you hang on for dear life.  The steering maintains proper weighting during input shifts, regardless of camber or road surface.  With the upgraded suspension, it corners quite flat but still manages to not beat you up on the highway.  It's got that playful, chuckable feeling that US market Focus had before Ford neutered it with their latest porcine lipstick application facelift.

I know, it's shocking: a small Saturn that's actually quite fun to drive.  A year ago, I wouldn't have believed it myself.  This car is just a hoot to tool around in, regardless of the lack of power.  The shifter is quite good, too: notchy enough to have clearly defined gears, but not annoying like a Tremec T56.  The clutch is very positive in it's engagement, and has almost no learning curve.  The shift action actually feels quite similar to a Volkswagen GTI, which is no bad thing.

It's really impressive how much better of a chassis the Astra has compared to the Ion; even more so considering they are based off of the same GM "Delta" underpinnings that also ride under the Chevrolet Cobalt.  Then again, the latest Cobalt SS still uses the Delta chassis and has acquired a reputation for fantastic handling, so it's all down to the tuning.

It's also reasonably versatile.  The 3 door has a cargo capacity of 19.5 ft² with the seats up and 32.5 ft² with them folded, which is more than a 3-door Rabbit, Scion tC, or most other competitors.  The rear seats fold flat with some cajoling, although the lift-over height is relatively high and the shape of the hatch on the 3-door is a bit pinched for loading bulky items.

So, the Astra is solid and refined feeling, fun to drive in a "brains over brawn" sort of way, and I must say it's quite attractive.  Why, then, are these little hatches rarer than hen's teeth on US roads?

Well, perhaps it's down to the size and packaging.  The Astra is pretty narrow around the shoulders, and the back seat's not all that big by today's standards.  Maybe it's the small engine.  Or maybe it's because Saturn, umm, forgot to advertise the poor Astra in the first place.

As a result, the Astra's been somewhat of a flop here.  Before sales started, GM was predicting 30,000-40,000 sales a year.  As of September 2008, the Astra had only moved about 9,600 units in the US, which is hardly a drop in the water.  In 2008, Toyota sold 53,000+ Corollas in the US... in the month of May.  Considering the Astra has very competitive EPA mileage numbers - 24/30 for an automatic, 24/32 for a five-speed - it's surprising it hasn't been more popular here.

Still, to me it's a genuine bargain.  At a base price of $16,495 for a five-door XE, the Astra offers a lot of quality for the money.  A loaded out Astra, an XR 3-door with the premium package, automatic, premium stereo, and leather seats rings up for a reasonable $22,355 - before the inevitable GM discounts.  As tested, my 3-door XR retailed for $19,245 with heated cloth seats and a 5-speed manual transmission.  After rebates, cash back, employee pricing or what have you, it's even more appealing.  You can also now take advantage of the poor shape of the economy, as Saturn is offering 0% financing for 60 months(!) or 1.9% financing for 72, which is frankly crazy.  If you're in the market for a small car, the Astra is quite compelling here in the US.

Now if only Saturn would do the proper thing, and stick the Cobalt SS's turbocharged, direct-injected 260 horsepower motor and 6-speed transmission in the Astra, put on a set of good-looking wheels, and call it the Red Line.  Don't hold your breath, though: Opel will be showing the next-generation Astra at the Frankfurt show in the fall, and the new Astra will roll onto showroom floors in Europe in 2010.  Considering that GM has lost money on every Astra it's sold in the states, I wouldn't expect the new one to be shipped over to the states from the European plant.

2008 Saturn Astra XR 3-Door Coupe

Base MSRP: $18,995Price as tested: $19,245

Body: 3-door hatchback coupeMechanical Orientation: Transverse front-engine, front wheel drive

Engine: 1.8L inline-4 cylinder.  Aluminum block and head.  double overhead camshaft, 4 valves per cylinder (16 total), variable valve timingPower: 138 horsepower@6300rpmTorque: 125 lb-ft of torque (170Nm)@3800rpmTransmission: 5 speed manual

Curb Weight: 2,807 lbsWheelbase: 102.9?Length: 170.5?Luggage Capacity (seats up/down): 19.5/32.8 ft²

0-60 mph: 8.6s0-100kph: 9.2s0-100mph: n/aTop Speed: 129mph (208kph)EPA Fuel Mileage Estimates AT(MT): 24 city/ 30(32) highway

For: Solid refined European feel, reasonable pricing, flypaper sticky handling, fuel mileage, striking looks, interior amenities, remarkably composed chassis, Saturn dealers are quite nice to be around, crazy financing availableAgainst: short on low-end grunt, slightly cramped shoulder room for us fat Americans, bizarre display panel, some questionable ergonomics, tasty European gas and diesel turbo motors not imported hereConclusion: The Astra's dismal sales are a real head-scratcher after driving one.  It's solid, refined, well-screwed-together, gets good mileage, is attractive, and priced well.  What's not to like?Recommendation: Well, it's too late for Saturn to fix this, but an Astra with a real engine (like the European 1.6 Turbo or 2.0L Turbo from the VXR... or the domestic 2.0L DI Turbo Chevy motor) would fix the Astra's biggest problem.  Or wait for the new one to come out this fall.

Thanks to Saturn of Raleigh, and Edgar Delgado in particular, for providing this test car, fuel, and insurance.