Echoing the changes to the exterior, the 2003 Saturn L-Series was dressed up as well. Brushed nickel trim now decorates the interior, providing a more expensive look combined with new silver-faced gauges. On the other hand, flashing from the molding process can be seen and felt around the interior.
The seats are roomy and comfortable. Saturn designed them to provide big-car accommodations without a sofa-like experience. As a result, they are supportive without being restrictive. Still, the driver's seat seems smaller and less comfortable than those found in some of the other cars in the class and the seat fabric looks like something you'd see in the coach section of a United Airlines flight.
Most controls are exactly where you would expect them to be and won't require deciphering a cryptic owners manual to operate. One of few complaints against previous Saturn vehicles was the vagueness with which the switches operated. Not so with the L-Series: Every switch and knob snaps, flips, or turns smoothly, though the switches for the seat warmers, fog lamps, hazard and traction control felt hard, flimsy and weak. Window switches are mounted on the center console, split by the shifter, which is less convenient than having them on the doors.
The steering wheel is nicely contoured with finger grips and feels good to the touch, as do other interior surfaces. The steering wheel spokes are set low at each side, which allows for easy use of the correct 3 o'clock and 9 o'clock hand positions. Wood trim in the center dash area looks out of place, however, and the two-tone door trim and mouse fur roof liner are not up to the standards of this class.
The sound system is located above the heating, ventilation and air conditioning controls. Audio controls are nice big, clearly labeled knobs that are easy to operate while driving. The optional automatic temperature control was hard to control. Set on auto, the HVAC system always seemed to blow too-cold air through the dash vents.
Driver and front passenger airbags are standard, of course, but so are front and rear side curtain airbags, a feature not even optional in most competitive cars. Compared to the smaller S-Series, the L-Series has a stronger, more substantial body cage, with stronger B-pillars and side-impact bracing in the doors. Energy-absorbing interior door panels further reduce the chance of injury.
The L-Series provides decent rear-seat legroom, though less than what's found in the Honda Accord, Nissan Altima, and other mid-size cars. Headroom is adequate for people who are just a shade over six feet tall, but it would still be wise to leave the Stetson at home.
The rear seats in the sedan and wagon fold down for additional cargo space. The wagon offers a full 79 cubic feet of cargo space. Compare that to less fuel-efficient SUVs.
We liked the quality of sound and the convenience of the 6-disc CD changer that came with the DVD Entertainment package on our test Saturn, though we found that only commercially produced DVDs will play on the DVD player. It will not play home-produced DVDs or even some DVDs from smaller commercial makers, such as the marching band video we tried to play. Those who wear bifocals, by the way, will have to tilt their heads back uncomfortably to watch the screen. Kids, though, will be the primary audience for the device.
The L-Series comes only with a single-note horn. It's certainly cost saving, but it sounds cheap and out of place on a car trying to polish its image.
The Saturn L300 sedan accelerates strongly with a lusty roar. We didn't have to worry much about merging into Interstate traffic from a stop. The power advantage of the V6 over the four-cylinder engine in this 3,100-pound car is quite noticeable, dropping 0-60 mph performance to a respectable 8.2 seconds. On the downside, fuel economy also drops from an EPA-estimated 24/33 mpg city/highway with the four-cylinder engine to 21/29 mpg for the V6.
As installed in the L200, the four-cylinder engine produces 135 horsepower, propelling those models from 0 to 60 mph in about 9.8 seconds with an automatic transmission. That's not particularly quick. The automatic transmission is balky, slow to downshift and, in general, not responsive.
The manual gearbox is a better match for the L200's four-cylinder engine than the automatic. The manual shifts well. We find the upshift light annoying, however, and you have to pull up on a ring to shift into reverse, a device we associate with American compact cars from the 1970s. Equipped with the manual gearbox, the Saturn L200 offers quicker acceleration in most situations (especially from rolling starts) than the new Toyota Camry SE or the Subaru Legacy with manual transmissions.
The L300's V-6 felt smooth and quiet at idle and on the road. The electronically controlled four-speed automatic shifts smoothly at full throttle, more smoothly than under light acceleration.
Much of the German engineering from Opel remains in the Saturn's suspension, and that's a good thing. Saturn increased Opel's suspension compliance for a softer, more comfortable ride. Yet it isn't so compromised that it eliminates all the handling capability that the Germans designed in. Make no mistake, however. The L-Series Saturns have no illusions of being sports sedans. The aim of the suspension engineers was to provide predictable handling for the average driver, which is wholly appropriate for the S-Series segment.
The Saturn L-Series cars are quite agile and stable in high-speed turns. On Seven Mile Bridge in the Florida Keys, our L-Series did a good job of resisting 25-knot crosswinds. It absorbed road vibrations and provided a stable platform over roller-coaster roads outside of Phoenix. On unpaved roads, however, we found the L300's suspension harsh over larger gravel, something also noticed over road seams. The L300 seemed fairly free from wind noise, though road noise coming up through the chassis was noticeable.
Likewise, the L200 felt stable and handled well, even in a torrential downpour. Its transient response in lane-change maneuvers is as good or better than the new Honda Accord's response. It lets in road vibration, however, which can be felt through the steering wheel.
For 2003, the Saturn L-Series is streamlined with two versions of the sedan and two versions of the wagon.
Sedan and wagon come in L200 and L300 levels. Wagons are designated LW200 and LW300 with equipment levels similar to those of the corresponding sedans.
A 135-horsepower 2.2-liter four-cylinder engine powers the L200 and LW200. The L300 and LW300 are equipped with a 182-horsepower 3.0-liter V6. All come standard with an automatic transmission except the L200 sedan, which can be ordered with a five-speed manual.