2008 Saturn Astra XR 4 Door

By: Nathan D. Adlen

If you are a Star Wars fan and remember when Luke yelled, “NO!” as Darth Vader hacked down Obi-Wan Kenobi – then you know the exact same, “NO!” I yelled when I test drove the 2003 Saturn Ion. The simple and playful S Series’ comparative good looks, ease of operation and basic instrumentation was replaced by the Ion’s – err… lack there of.

Imagine my surprise and delight when I saw the new Saturn Astra at the Los Angeles Auto Show a few years back. I knew from other publications that it was based on the European Opel Astra, built in Belgium and was well liked across the pond. It looks just like its European brethren and drives like an autobahn dream.

Aesthetically (I’m a sucker for a good looking car), the Saturn Astra is WAY better then the Ion. In fact, let’s forget the Ion altogether, it was like a bad sequel that was made up for (add your Star Wars comment here_______). Large, curved headlights that contain binocular-like beam projectors, give a sophisticated air without being pretentious. The grill is similar to the VW Rabbit’s (as are many features – that’s a good thing), and all of the sharp lines pinch off in the rear of the car where the taillights compliment the headlights beautifully. Thin pillars and high shoulders mirror much more expensive German cars and give the Saturn Astra a solid, no-gimmicks image; yet, still make it unique, especially in the United States.

Once again, the Saturn Astra pays homage to the Volkswagen Rabbit. This is noticed when sitting in the well bolstered front seats. Fairly elegant, soft materials and well placed instrumentation could easily be compared with the German benchmark’s setup. The only exception is the setup of the switches and buttons. It takes some time to realign your thinking and get used to symbols and icons that are not common on other cars sold in the states. Still, once you get past a few minor changes, the Saturn Astra is a very nice place to sit, nicer than any other American brand’s interior in its class.

The back seats are comfortable and provide a very useful perch for children and very little ones in cars seats. It’s very easy to reach over and assist from the front seats. The 60/40 split folding rear seat is a breeze to work and once down, the cargo floor is fairly flat and has space that is competitive with the Mazda 3, Volkswagen Rabbit and Dodge Caliber’s. Adults will find the rear comfortable for two and a squeeze for three. Tall people may struggle a tad to shove their feet under the front seats and squeeze their knees together, but that is only if the people in front are equally tall.

If you are tall, do not forget to use the height adjusting ratchet BEFORE you sit down! After smacking the side of my head so hard that my right eye welded shut and teared for five minutes, I realized the previous driver was tiny. After a few moments of indignation and pain, I found a rather comfortable position and scampered off. As the throbbing subsided, I realized that the former driver (who must have been less than 5 feet tall) found the Saturn Astra as user friendly as I did.

More good news: Saturn Astras come with a host of new safety features, along with several standards (such as 6 airbags and anti-lock disks). An active head restraint moves the headrests forward in the event you are rear ended. This minimizes the chances for serious neck injuries. Also, to help prevent lower leg injuries; the pedals are made to pop off in the event of a serious impact. Don’t worry, they wont pop off under normal driving conditions – I pounded my size 13 boots mercilessly all over the gas, break and clutch pedals during hard cornering and they stayed right where they supposed to be.

Cornering is what the Saturn Astra is all about. With a very solid chassis and no rattles, I threw the front drive hatchback into a series of bends that greatly upset my last testers. The Saturn Astra merely dipped slightly forward, made a mellow skidding noise, rolled just a tad and yanked itself through the hard transition like a champ. I got the impression that this was what the Saturn Astra did best – and I was right. Few front drive cars can handle real hard cornering. This is what is so rewarding about the Saturn Astra. I was even doing it with lower road grip, all season tires.

Having suspension geometry similar to the last VW Jetta (with a rear torsion bar setup, independent front) was a wise decision on GM’s behalf. The long wheelbase and wide stance give the Saturn Astra a sure footed feeling. The electrically assisted steering needs to add a bit more road feel, but it’s fairly precise in operation.

It was at that moment of fun that I realized the Saturn Astra’s greatest flaw – 138 horsepower (and 125 lbs feet of torque) were merely adequate. It is a mystery to me why GM opted to keep the power so modest when they have other Ecotec engines that have a lot more grunt and manage decent mileage numbers. With the Saturn Astra’s 24 mpg city and 32 mpg highway with the 5 speed manual (24 city and 30 highway with the automatic) economy is about mid-pack compared to the competition. Still, this chassis could handle so much more and deliver much more excitement.

There is another problem - price. Though a fully loaded price just under $23,000 for the 4 door, automatic Saturn Astra XR is fairly reasonable, it is not the bargain it should be. That price is dangerously close to Mazda Speed 3 territory and surpasses the Volkswagen Rabbit 4 door’s fairly well optioned price. The Saturn Astra can not come close to the Mazda’s performance capabilities and the VW’s refinement / pedigree are a few steps beyond the Saturn Astra’s. A few thousand dollars less would make the Saturn Astra a much more compelling package (even with the mid $15,000 base price for the stripped version – an additional $2,000 or so is needed to get air conditioning and an automatic transmission).

Keep in mind that the Saturn Astra’s time may have finally come. After a fairly slow first year, gas prices and the economy in general have many folks considering new ways to get around. Dealerships are boning up for larger discounts and former SUV owners are looking for a thrifty ride that can still hold lots of cargo and provide a nice perch to dive from. Indeed, the Saturn Astra may be a well timed addition to General Motor’s fleet.

As I stated earlier, the Saturn Astra compares favorably to the Volkswagen Rabbit. The level of electronic sophistication and interior build materials are nearly equal. After driving both back to back, I would say that the Saturn Astra wins the bang-for-your-buck category and is slightly more satisfying to drive. Though, the Rabbit has an option for an MP3 jack and the Saturn Astra does not even have an option for one. I find the rear hatch and ingress/egress easier in the Rabbit – by just a bit.

The best way I can compare the Saturn Astra to any rival is to simply say it is Saturn’s (ala General Motors) interpretation of a Rabbit. GM has a better warranty and better prices than its German rival. Hopefully, they will see fit to add a “Red Line” beefed up Saturn Astra as they have in Europe. Or, simply squeeze the red-hot 2.0 liter, turbocharged, 260 horsepower (better than a Ferrari 308 GTB!) Ecotec into the Saturn Astra, add a few performance modifications and turn it loose.

Given the quality and European pedigree you get with the standard Saturn Astra, you are bound to enjoy the ride. I recommend the extra cash (a hefty $1,200) and get the big dual panel sunroof and stick to the higher end XR model as the XE forgoes air conditioning and has wimpy, steel wheels with hubcaps. The Saturn Astra’s 4 speed automatic transmission is a good match for the 1.8 liter engine and still proves economical; however, it is a $1,325 addition – which is a bit steep for auto-boxes in this class. There is an option for Stabili-Trak Stability Control which is an option just shy of $500.00 and gives you an extra measure of control. If you live in cold/wet climates, this would be an ideal add-on.

There is one more thing to consider about the Saturn Astra – it comes in a nifty 3 door. The overall performance of the Saturn Astra XR 3 door (it only comes as the higher end XR) is a wee bit more athletic than the 5 door, with a better turning radius and rate. Back seat comfort is good for a coupe and it can still swallow a decent amount of cargo. If you don’t mind loosing the utility of the two rear doors, you can be rewarded with optional, sweet looking 18 inch wheels that truly compliment the looks of the Saturn Astra 3 door… curious that they are not even options on the 5 door.

When I finish evaluating a new car, one of the final questions I ask myself is whether or not I would buy the aforementioned for myself or recommend it to a friend. Saturn’s Astra is a sophisticated small car that treats its driver to a comfy, upscale interior and driving dynamics that compete with any car in its class, with the exception of overall horsepower (138 is okay – 238 would be better).

Any friend of mine who wanted something new, good looking, rewarding to drive and well put-together in this bracket… yes, this is a great choice. My choice for the price would be something so fast that it is bound to get me in trouble (like the Mazda Speed 3 or Chevy HHR SS). But, if I had more sense and needed a nice commuter that had utility, nice seats and an air of sophistication – and if my wife had anything to say about it, then yes… the Saturn Astra would be a hell of a good choice.

So, am I over my horrified reaction to the debut of the (un-missed, un-loved and un-wanted) Saturn Ion? Yup, thanks to the new batch of vehicles Saturn is offering, I feel much better. You will too after a test drive – just don’t forget to bargain hard – even if they say they don’t negotiate. Just yell, “NO!” and run out for a few minutes. By the time you return, they may be willing to make a deal.

2008 Nissan Rogue

By: Nathan D. Adlen

Before I test a vehicle, I peruse the specifications sheet. I look for positive points - ah-la turbo, supercharger, ram air, 6 speed manual, etc. Also, possible negative points like low power, heavy weight, optional traction control and, especially a CVT (continually variable transmission). Think of a CVT as a stretching rubber band that alters its tension between the running gear and engine for optimum power delivery and efficiency without the need for shifting.

The Nissan Rogue’s only transmission choice is the CVT and I was ready to condemn it right away. Funny thing, it was not as bad as I was expecting it to be. Up until now, the only CVT I remotely tolerated was on the Mitsubishi Lancer which was designed to simulate gears. Fake, but fun, I guess. You can get a similar set on the Nissan Rogue. The Nissan Rogue’s CVT still had a few issues (such as noise), but it did return outstanding mileage and decent power delivery.

Oh man… I’m about to say it – the Nissan Rogue’s CVT isn’t that bad…

As for the rest of the Nissan Rogue – think of it as a mini, cheaper Nissan Murano and you get the gist of what the designers at Nissan were aiming at. A 170-hp 2.5-liter 4 cylinder engine is the only motivation available for the Nissan Rogue; it is a nice little engine. Peppy and eager, it launches for a stoplight are quicker than many would expect, even with the optional “Intuitive” all-wheel-drive. The engine sounds fairly athletic, but the tunes sour a tad with the racket the CVT makes. It’s not too bad and the 175 pound feet of torque pulls you ahead with aplomb.

Nissan designers used the Nissan Sentra’s chassis and several components to incorporate into the Nissan Rogue. I feel the design language and execution of the Nissan Rogue is better than the Sentra and the CVT transmission is better suited for the Nissan Rogue. Regardless, I wish they had a manual option for driving enthusiasts. This could convert the Nissan Rogue into a more performance orientated vehicle.

I’m not that excited about the design of the Nissan Murano, but the Nissan Rogue seems to be less eccentric. It is a question of taste. I like the conservative, yet playful design language of the Nissan Rogue’s lines. It doesn’t say, “Look! I’m square and tall; I MUST be made for off-road,” like many SUVs. I think its French accent surfaces (Nissan is aligned with Renault) and it says, “Look at my très magnifique simplicity, I am designed for zee’ street and am proud of it!” It is stylish, and with the exception of the front grill, tightly packed. The grill is cheese-grater like and kind of reminds me of a cartoon animal’s face.

There is a feeling of feminine esthetic that surrounds the Nissan Rogue for me. I’m not saying that the Nissan Rogue was deliberately made or marketed for women, but it reveals a quality that imparts something less wana-be manly than the competition. Even the interior says something more than “utilitarian” as there is no cheap attempt at any chunky knobs, fake screw heads, or faux steel and overdone gauges. It is a simple yet attractive place to be. I think if you compare the Nissan Rogue to other cute/smart cars and you’re on the right track.

Speaking of track, that’s where the Nissan Rogue shines. I love the way it handles and how light it feels on its toes. Good steering communication (the electronic power steering keeps the Nissan Rogue from steering great) and just enough grip make driving the Nissan Rogue rather entertaining. Compared to most of its competition (the Jeep Compass, Honda CRV, Toyota RAV4, Mitsubishi Outlander, Saturn Vue, Subaru Forester, Hyundai Tucson, etc.) the only small crossover that imparts more pleasure cornering would be the new Mazda CX-7, with the Subaru Forester at a close second.

Where the Nissan Rogue potentially shines is in the bang-for-the-buck category. I say “potentially” because many of the option packages Nissan provides are way too expensive (e.g. the leather package on the SL, with all of the bells and whistles you need to get it is a ridicule’ $5,200!) mon dieu! I highly recommend you avoid the option packages as many require other packages before you can actually add them.

Starting at $19,430 for the Nissan Rogue S base model front-wheel-drive and peaking at just a hair under $30,000 for the fully loaded all-wheel-drive Nissan Rogue SL, you do have quite an arc when it comes to what you need verses what you want in this vehicle. Once you begin to outfit a Nissan Rogue SL, you are in the same dollars and cents category as the Nissan Murano which is a far more substantial machine.

I do recommend the extra $1,200 for the all-wheel-drive option as it works seamlessly with the Nissan Rogue’s CVT and traction control system. Yes, many don’t need all-wheel-drive and buy SUVs for their other attributes (such as ride height, load capacity and go-anywhere looks), but much of what makes a crossover SUV compelling can be substituted with the logic of a car. In fact, I would recommend moving to the well optioned Nissan Versa if you only wanted front-wheel-drive as this is a more economical, nearly as roomy and frugal choice.

There are a few noticeable flaws in the Nissan Rogue that are not as apparent as the looks or driving dynamics. Load capacity is a major issue for me. Look, I’m a big boy (250 lbs worth) and I have some husky friends. So, let’s say I wanted to go fishing with a couple of my meaty friends, who are a tad larger than me – and opted to bring my mouse-like sister for a giggle… We would easily surpass the maximum load capacity of 900 lbs. Many mini SUVs and crossovers have the same weight flaw as the Nissan Rogue and you need to look into it before you buy.

Another issue with the Nissan Rogue (other than its rather silly name – come on, Rogue? It’s not that much of an anarchist I’m afraid) is the rear seats. Nearly every competitor’s back seats recline or slide forward and aft – or both. The Nissan Rogue’s back seats do neither and don’t even have a folding center armrest. Luckily, there is competitive rear leg and head room. The Nissan Rogue does have a trick little storage system that pops up from the rear loading area which allows you to separately store items (like groceries) in three, large trays separated by a mesh net.

There are a few neat touches to the Nissan Rogue’s interior that are rather thoughtful. I liked the big glove box that had several spots to store things like ipods, cell-phones, CDs and other odd sized items. The center armrest is a handy size without being too large and the door pockets are well shaped for maps and bottles. It all works well and I find the lighter color interior choices to be more attractive.

Front seat comfort is very good. However, I had a hard time finding that “just right” seating position and my right knee kept grazing an outcropping directly above the climate control dials (sometimes it sucks being a “big boy”). My friends were comfortable sampling the front and my Smurf-like sister would have no problem in the driver’s seat. I think the Nissan Rogue would make an excellent choice for short people given its easy to reach controls, easy to access ride height and fairly low (for an SUV) step-in height. Also, keep in mind that although front and side sightlines are quite good, the side/rear ones are compromised by the shape of the rear quarter flanks.

This is one of the smaller SUVs in its class and you might notice some lack of cargo capacity, especially compared to a SUV like the Honda Element (which, strangely enough has a terribly low load weight capacity too) given its boxy dimensions. If loading more than two children and some groceries is on the agenda, look for larger SUVs (I still highly recommend the Mitsubishi Outlander). The Nissan Rogue is not a load king compared to most of its competition.

Despite having P215/70R16 all-season tires, the Nissan Rogue imparted excellent grip and great stopping power with its 4 wheel disk brakes. I keep coming back to its performance and economy (did I mention the all-wheel-drive Nissan Rogue’s 24 MPG combined?) because it allows me to forgive most of its shortcomings.

This is a fun little machine to drive and blaring tunes through its excellent Digital Bose® audio system with AM/FM/in-dash 6-CD changer sound system while mashing the big pedal is a sure-fire cure for the blues. Thank you Nissan Rogue for having a MP3 jack on the stereo – there is no excuse not to have this key item anymore.

If you enjoy driving and like a small car that looks like crossover SUV, has an artistic French thing going on with its design, then the Nissan Rogue might be le voiture merveilleux for you.

Should Paris create a system to share cars?

Posted by James Kanter
Following the success of a system called Velib’ for sharing bikes, the city of Paris may introduce a system of car-sharing. The system, dubbed Autolib’, is in early stages of planning but already is raising thorny questions about how to promote low-carbon urbanism.

Mayor Bertrand Delanoë said in June that from the end of next year, 4,000 electric cars would be placed around Paris and its outskirts for drivers in the program to help themselves for short journeys, according to an article in the The Guardian.

The mayor has said the system could help young families that cannot afford a car gain access to road transport when they need it. The city would set up several hundred Autolib’ pick-up points, some underground to save space.

But some Green Party politicians in Paris have warned that any new system should actually reduce overall car use, according to a report by The Associated Press. These politicians want to require users to return shared cars to the lots from which they were rented – to ensure they are only used in exceptional circumstances.

Without such rules, the environmentalists say, the move could be a step backward because it would produce more traffic and dependence on cars in an already congested city. The city also might have to use hybrid cars if it cannot obtain a sufficient number of electric cars, the AP said.

Do you think making it as easy to rent a car as to rent a bike would be an enticement to driving? Or would such a system encourage fewer people to buy cars and lead to a reduction of overall emissions?