My Experience

When the ION debuted in 2003, Saturn staked the little car's success on its being "different." But the quirky ION didn't score well with the general public, nor did it engender affection among the automotive press. So Saturn changed course, and for 2005, the ION has received a mild makeover to help nudge it into the mainstream. The faceless front fascia has been replaced by a prominent chrome grille, and the wheels have been restyled to appear less fussy. Are the aesthetic alterations an improvement? I'll leave that up to you.

The last time I drove an ION, I wasn't impressed by its vague steering and unexceptional performance. However, I was impressed by the courteous, low-pressure atmosphere at the Saturn dealership I visited. So impressed, in fact, that I left with a more positive impression of the ION than its machinery may have deserved.

This time around, though, the ION had no such advantages. I was attending GM's "Auto Show In Motion," gathering review material for another website, and there were no friendly salespeople in sight--just an ION, a cone-marked handling course, and a couple key rivals provided for comparison. Without the benefit of Saturn's warm-and-fuzzy sales approach, could the ION still hold its own?


Performance

Under the ION's hood, you'll find the same 2.2-liter "Ecotec" Four that powers the new Chevy Cobalt. However, it seems that Saturn drew the short straw when GM was handing out horsepower. For some reason, the ION's Ecotec generates five fewer horses and ten fewer lb/ft of torque than the Cobalt's. As a result, its performance is appreciably less energetic.

Familial inequity aside, though, the ION's acceleration is entirely adequate for an econocar. In fact, the ION steps out more confidently than most cars in its class. The Ecotec isn't a particularly free-revving powerplant, but it provides decent off-the-line scoot and a healthy dose of midrange grunt. Power trails off near the 6500rpm redline, but the ION is otherwise relatively responsive.

What's missing here is a sense of eagerness. The ION's engine note is gruff, and it gets especially boomy when you're revving up to where the power is. A fair amount of vibration makes its way to the cabin, too, so the engine feels labored under hard throttle. The ION may get you to sixty mph in less time than a Civic, but it won't seem to enjoy the workout as much.

Meanwhile, on the fuel-efficiency front, the Ecotec doesn't quite live up to its Earth-friendly name. The ION's EPA ratings are just 24/32 MPG with automatic, numbers which rank near the back of the pack for economy cars. Environmentally conscious buyers should stick with the manual-transmission ION--which gets 26/35 MPG--or consider thriftier alternatives from Honda, Toyota, or Scion.


Transmission/Clutch

One of the biggest mechanical changes the ION received for 2005 was a new automatic transmission. Previous IONs offered a choice of a 5-speed automatic or a CVT (Continuously Variable Transmission), but for 2005, these are both replaced by a more-conventional 4-speed automatic.

Quantitatively, this change appears to be a step backwards. But qualitatively, it's an improvement. The original ION's five-speed automatic often felt confused, as if it didn't quite know what to do with that extra gear. The new four-speed shifts more smoothly, kicks down with reasonable promptness, and is generally unobtrusive in operation.

If you prefer to shift for yourself, you'll find the ION's manual transmission unremarkable but free of difficulties. The shifter clunks easily from gear to gear and feels fairly robust, but it's no paragon of slickness, and its throws are on the longish side. The clutch is a similar story, with smooth but somewhat slushy take-up. Also, as in many economy cars, the slow decay of engine revs dictates a conscious pause before you let the clutch out.


Steering/Handling

The last time I drove an ION, I felt that the car was single-handedly spoiled by GM's electrically assisted steering system. Such systems allow for marginal gains in performance and fuel economy, but when they're poorly tuned--as the ION's was--they can feel light, darty, and disconcertingly vague.

Apparently, I wasn't the only one turned off by this setup, as Saturn has recalibrated the ION's steering for 2005. However, their efforts have yielded only a minor improvement. The ION's steering remains artificially light, with weak self-centering action. Feedback is still entirely absent, too. As a result, the ION's helm felt limp and inert as I threaded through the cones of the handling course.

The ION's chassis is a brighter story. Its moves lack the athleticism of the Mazda3's and Ford Focus's, but the ION felt secure and adequately responsive in the course's twists and turns. Body lean is moderate, and it takes some fairly brisk driving to provoke tire squeal and understeer. In fact, compared to softly-sprung rivals like the Suzuki Forenza, the ION is actually quite surefooted.

However, the ION suffers in direct comparison with Chevy's new Cobalt. Both cars are built on GM's "Delta" platform--and are essentially fraternal twins--but driving them back-to-back revealed that the Saturn's steering and suspension were slower to react at turn-in, making the car feel heavier. Since the ION's curb weight is actually some 300 lbs lighter than the Cobalt's, I can only assume that Saturn's chassis engineers weren't given the time or budget to do their best work.


Ride

The ION's ride quality also trails the Cobalt's by a significant margin, and again, the beancounters may be to blame. The ION seemed to have thinner sound insulation than its Chevy sibling, allowing considerably more engine drone and tire noise to resonate through the cabin. Its interior trim emitted far more squeaks and rattles, too. I also noticed a bit more heaving over potholes, and poorer absorption of rough pavement, due to the Saturn's lower-grade suspension tuning.

Still, while the Saturn isn't as smooth as a Cobalt or Corolla, its ride is still better than average for the compact class. The ION soaks up most bumps with honest composure, and its suspension strikes an admirable balance between comfort and control--it's neither as stiff as a Honda Civic's, nor as floaty as a Suzuki Forenza's. The ION's quietness and solidity are nothing special, but they're certainly on par for the class.


Interior

This department is where the ION loses the most ground to the competition, solidifying its mediocrity in the econocar class. When I first sampled the ION in 2003, I was actually quite a fan of its interior. The bright, sandy colors and hard, dimpled plastic panels had a certain futuristic austerity, and the tiny two-spoke steering wheel was a characterful touch.

Unfortunately, though, I was in the minority in my admiration of the original car's cabin. So, for 2005, Saturn has done some extensive redecorating. The tiny steering wheel is gone, replaced by a big, bland four-spoke design. The dimpled plastics have been shelved as well, so most surfaces now have a conventional molded-in grain. And the sandy color scheme? Also gone, at least on my test car. Everything was a dull gray, save for the silver-painted bezels on the center console and vents.

There's no question that these new furnishings feel more substantial than the original car's, but they're also less unique, inviting more comparison to the class leaders. And sadly, judged by mainstream standards, the ION's interior does not compare well. Panel gaps are wide and uneven, and the trim is poorly-finished, with lots of sharp edges. Much of the switchgear feels junky, and the seat fabric feels coarse. In trying to move the ION's cabin upscale, Saturn has only made its cheapness more apparent.

I'd like to say that the ION's interior does better in terms of function, but it doesn't. The front seats feel hard, flat, and narrow, and I found myself rollling off their edges in turns. Outward visibility is hampered by the thick, overstyled roof pillars. And while I don't mind the ION's center-mounted gauges, as many reviewers do, I wish Saturn would re-think the crowded, indistinct speedometer markings. On the other hand, you'll always have a valid excuse for speeding.


Practicality

As in the Cobalt, the ION's rear seating is about average in terms of space. Judged on comfort, though, the ION falls well behind its Chevy-branded sibling. Its seat cushion feels thinner and harder, and the pronounced center "hump" makes the middle position all but uninhabitable. If you're looking for a budget people hauler, you'd be better off with a Ford Focus, Scion xB, or Suzuki Forenza.

If your primary concern is cargo space, however, you'll find the ION an appealing choice. Its trunk is the largest of any compact sedan, displacing 14.7 cubic feet, and its wide opening should make for easy loading. A standard split-folding rear seatback helps expand the cargo area when needed. The only downside is that the trunklid lifts on gooseneck hinges, which intrude into cargo space as the lid is closed.


Reliability

The ION started out strongly in this department when it was released in 2003, but its reliability ratings have gone downhill with each passing year. For 2005, consumer advocacy sites deem the ION's repair record "Worse Than Average." However, it bears mentioning that the average number of problems in a brand-new vehicle is quite low. In addition, Saturn's "no-hassle" philosophy extends to its service departments, so when you do take the ION in for repairs, it's unlikely to be the usual harrowing experience.

Another ION feature that helps minimize repairs is the plastic-composite construction of its body panels. These include the bumpers, fenders, and doors, all of which resist denting and rust. I'd give up these benefits in a second for less orange-peely paint and tighter panel gaps, but maybe that's just me.


Overall

Saturn's tagline reads, "People First," and if your brain finishes that phrase with "...and cars second," well, you've pretty much got the idea. The appeal of the ION is that it's sold through nonconfrontational dealerships that make the buying process easy. There's not much to recommend about the car itself, but then, the Saturn experience is designed for people who don't really care about cars.

And, just to clarify, I'm not talking down to Saturn fans. I'd much rather buy an average toaster from a great store than a great toaster from a snooty, obnoxious store. This is because I don't know or care much about toasters, and many people feel the same way about their cars.

However, if you're more interested in the vehicle you're buying than the retailer you're buying it from, the ION probably won't make your A-list. Its inert steering and raucous engine render the driving experience unsatisfying, and interior quality is among the worst in this class. The ION is no bargain, either--desirable features like ABS, side airbags, and sunroof are optional even on the $17,000 ION 3.

If you're looking for an econocar that's a little bit "different," try checking out the Mazda 3--it's quicker, more agile, and richer-feeling than virtually any rival. True, Mazda's dealerships aren't likely to be as easygoing as Saturn's. But the way I figure it, you only have to deal with a sales department once, while your car is something you deal with every day. Until all dealerships operate like Saturn's--or until Saturn builds better cars--I'd recommend accepting the usual runaround and taking home one of the better cars in this class.



Feel free to check out my reviews of some of the ION's competitors:
Chevrolet Cobalt
Dodge Neon
Honda Civic
Hyundai Elantra
Kia Spectra
Mazda 3
Mitsubishi Lancer
Nissan Sentra
Scion xB
Suzuki Aerio
Suzuki Forenza
Suzuki Reno
Toyota Corolla
Volkswagen Golf
Amount Paid (US$): 16,805