Pros :
- Structurally stiff new platform.
- No other manufacturer offers this much power for the price.
- Good trunk space for a compact car.
- Dent-resistant plastic body panels.
- Easier access to spacious rear seat for a coupe.
Cons :
- Awful build quality.
- Some cheap interior materials.
- Rear suspension is not independent anymore.
- Rear drum brakes.
- Polymer body panels expensive to replace if damaged.
Interior :
Press Coverage :
The five passenger ION sedan and four-passenger ION quad coupe both use GM's new global 'Delta' platform and are considerably bigger than their predecessors - approximately 150 mm (6 in.) longer and 50 mm (2 in.) taller with a 50 mm (2 in.) wider track and a 20 mm (0.8 in.) longer wheelbase.
Under the ION's (steel) hood is an entirely new engine: an all aluminium 'Ecotec' 2.2 litre twincam 16 valve four cylinder engine. The Ecotec 2.2 litre engine has dual balance shafts for quieter, smoother running, and offers more torque for better throttle response.
A five-speed manual transmission will be standard for all ION models, and a new five-speed automatic transmission (formerly four-speed) will be available on up-level sedans and coupes. The big news however, is the availability of a new continuously variable automatic transmission (CVT) which will be optional on base and mid-level IONS. The CVT provides an infinite number of gear ratios for a 'stepless' shifting experience. One advantage of the CVT is that it provides almost as good fuel economy as a manual transmission.
Another new feature on the ION is electronic power steering - the first-time this has been used on a small car in North America. The ION's speed-sensitive variable power-assist electronic steering contributes to minor gains in fuel efficiency by eliminating the power steering pump.
The Saturn S-Series independent double wishbone suspension has been replaced by the ION's semi-independent torsion beam rear suspension. Combined with front and rear stabilizer bars, a wider track, and a longer wheelbase, GM says the new ION has much-improved ride and handling.
As well, the ION's turning circle also has been significantly reduced to 10.6 metres (34.8 ft.) from 11.3 metres (37.1 ft.).
Safety-wise, the ION's spaceframe's front and rear crush zones have been improved, and ION's include dual-stage driver and passenger air bags, front seatbelt pretensioners, three-point safety belts for all seating positions, and new LATCH (Lower Anchorages and Tethers for Children) child-seat attachment system. A new head-curtain air bag system is optional.
Inside the ION, the interior is all-new, highlighted by a new centre mounted gauge cluster. In addition, putting the instrument cluster in the centre allows the driver to position the steering wheel without having to position it to read instrument gauges.
To attract younger buyers, ION's can be customized with interchangeable roof rails that are colour-coordinated with the interior trim kits - these consist of trim for the centre-mounted instrument panel, shifter and heater control panel. Saturn also plans to offer a full range of retailer-installed accessories such as floor mats, cargo trays, and even coloured key fobs. Saturn is also working with aftermarket manufacturers to develop accessories such as ground-effects packages, spoilers and special wheels.
Saturn.com
The Ecotec engine provides consistent power from idle to redline, and enough torque to generate a bit of wheel spin when the car is floored from a standstill. It's also a fairly refined powerplant with only a slight whine from the engine compartment at higher rpms.
The Ion's steering could best be described as "weird." It has a heft that initially makes it seem responsive and sporty. But after one run through the slalom it was obvious that the heavy steering was just that -- heavy. Feedback was non-existent, meaning the increased effort simply made it take more energy to drive through the slalom. Body roll was typical for a vehicle of this class in front, but poorly controlled in the rear, often allowing the rear end to break loose during quick transitions. The flat front seats didn't provide much lateral support, and the automatic transmission's inability to hold a lower gear meant minimal torque for powering out of the cones. Despite these many issues the Ion still managed a respectable speed through the slalom, but achieving that speed was not fun.
More troubling than any minor steering complaints is the Ion's general feeling of frailty. The lack of insulation allows you to hear every crack in the pavement even if the suspension adequately smoothes them out; and although we noticed only a few minor creaks and rattles, the interior trim panels are poorly anchored and of unimpressive quality.
Edmunds.com
The cloth-covered front bucket seats in my test car were the best quality available - yet, the quality of the material wasn't as good some of its import competitors. As well, the seatbacks resemble foam blocks covered in cloth material, and the small side bolsters weren't very supportive. I did like the shoulder belt guides which make it easier to reach the belts when reaching over your shoulder. The quality of the dash materials too is average, and the variety of materials and mish-mash design is too complicated, in my opinion. The central control panel includes an AM/FM/cassette/CD player with average sound quality, and a rather unusual arrangement of control buttons. A traditional heating/ventilation system was quite effective and easy to use. A panel at the bottom of the centre console looks like a storage cover, but it doesn't open. The two rear bucket-type seats offer adequate legroom and enough headroom for adults up 175 cm (5' 9") tall. There is a plastic storage tray and two cupholders between the rear seats, and outboard armrests and grab handles. The rear side windows are fixed in place. The Ion Coupe's trunk, which can be opened with the remote key fob, is quite spacious and includes a lined floor and walls. Underneath the floor is a temporary spare tire and the battery, which is positioned on the right rear side presumably for better weight balance. There is also quite a bit of hidden storage space under the cargo floor.
The Ion Quad Coupe's rear door panels, on both sides of the car, make it much easier for rear passengers to get in and out. However, I had some problems with the design. To open either of the two rear-hinged door panels, the front doors must be opened first. As the rear door handles are located in the door jambs, they are only accessible when the front doors are open: there are no rear door handles on the outside or the inside of the vehicle.
The Ion Quad Coupe comes with a standard five-speed manual transmission, but a new continuously variable transmission (VTi) is available as an option instead of Saturn's new five-speed automatic transmission. The VTi transmission provides seamless gear changes, but the driver of a VTi-equipped Saturn will notice a significant difference in the way the engine performs when compared with a vehicle equipped with a standard automatic transmission.
For example, with the VTi, if the driver presses the accelerator to the floor, the engine revs up very quickly to around 5 or 6 thousand rpm, and stays there while the car increases in speed. The transmission feels like its "slipping", but it's not faulty - it's just the way a continuously variable transmission works. When the desired road speed is reached, the engine drops back in speed to around 1500 rpm. Moderate acceleration with the VTi is similar, if less dramatic. The engine revs up to around two or three thousand rpm, and stays there until the car reaches the desired speed. Engine speed then drops back to around 1500 rpm. As well, the VTi transmission is programmed to hold in a lower 'gear' when descending a grade with the foot off the accelerator. This acts as an engine braking device, and I liked the fact that I didn't have to feather the brakes while descending small inclines.
It takes a while to get used to the VTi, but I found that after a week of driving, there were some features that I liked better about it than a regular automatic transmission. For example, there are no bumpy shift points, and the engine revs at a very low speed most of the time, reducing engine noise and vibration in the cabin. However, there's nothing sporty about a continously variable transmission. Off-the-line performance is not as brisk, and the engine seems to be working terribly hard when prompt acceleration is needed. To be fair though, acceleration times didn't appear to be adversely affected, just the perception.
I found the engine and transmission quiet at freeway speeds, with a moderate 'buzziness' under acceleration, and some engine rumbling at idle. As well, the VTi emits a whine under light load at highway speeds. With its independent strut-type front suspension and semi-independent torsion beam rear setup, the Ion Quad Coupe offers a comfortable city and highway ride on good pavement, however, I noticed some annoying rattles in the suspension when travelling over broken pavement. During brisk cornering, the Ion Quad Coupe exhibits some lean, but it handles quite well, and grip in the dry is good. My test car had Firestone Firehawk GTA 205/65R-16 inch all-season tires mounted on alloys.
The Ion Quad Coupe's electric power-assist, rack-and-pinion steering is direct and responsive but lacks "road feel". The car's turning diameter of just 10.8 metres (35.4 feet) is tight.
Canadiandriver.com
History:
1996-2002 Saturn SL2
1,901 cc / 124 hp / 122 lb-ft / 2399-2465 lbs / 0-60 mph 8.5 sec.
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