At last, a new Saturn interior! The old instrument panel is gone, replaced by a dashboard carrying big, clear gauges, user-friendly switches and, finally, the passenger's half of the dual airbag system.
The airbags not only enhance occupant safety, but also - hallelujah - require the banishment of the motorized belt restraints, the industry's irritating interim answer to passive safety standards. Proper 3-point belts are now supplied.
Audio and climate-control panels are installed on a new center console pod. Atop the pod are switches for rear-window defogger, foglamps and climate control (the latter two are optional). And the new 2-spoke steering wheel looks and feels better than the previous 3-spoke model.
Other interior features are up to class standards. The seats are comfortable, the driving position is ergonomically sound and the coupe's large glass area largely eliminates blind spots.
In coupe versions, Saturn does shortchange rear-seat passengers. Legroom is minimal, headroom is restricted, and getting in or out requires some twisting and turning. The coupe has slightly less cargo space than its sedan sibling, too, but this is typical of most small coupes.
For a really deluxe Saturn coupe, go for the SC2, which has a handsome leather seat option. Air conditioning, sound system upgrades and a sunroof are a few other options that can be added to either model.
The most compelling case for the SC2 is made on the road. Its less expensive SC1 sibling soldiers along with a 100-hp SOHC 4-cylinder engine (which, to be fair, is more powerful than previous versions, rated at a mere 85 hp), while the SC2 is provided with a more spirited 124-hp DOHC 16-valve unit, essentially a different cylinder head on the same basic engine block.
The two dozen extra ponies make their presence felt. The twin cam zips from 0 to 60 mph nearly 2 seconds ahead of the SC1 according to saturn's figures. Our SC2 test car felt even quicker than that. The DOHC power module (saturn's term for the engine/transmission package) endows the Saturn with a downright sporty feel, which is matched by the responsive steering and nicely calibrated suspension.
The SC2 is fun to drive on back roads, reacting quickly to driver inputs, and it still manages to deliver an acceptable highway ride. Lively handling has been a Saturn strong suit since the beginning, and small tweaks to the independent suspension system have produced steady improvements. This is one area where the Saturn coupe holds its own with the best in the small sport-coupe class.
Ride quality is, of course, subjective. The same level of harshness we'd take exception to in a sedan is more acceptable in a sport coupe. Let it be said, however, that certain competitors (the new Nissan 200SX or Honda Civic coupe, for example) deliver a better ride and will outshine the Saturn on mountain switchbacks.
As with all Saturns, the SC1 and SC2 suffer from a distinct lack of powertrain refinement. Both engines are noisy, both are rougher than units of similar size found in most rival cars, and the manual transmission's shift linkage is vague and notchy, requiring more driver effort during gear changes than should be necessary.
Although manual transmissions will always make more of limited horsepower, in this case we'd suggest the 4-speed automatic gearbox instead.
Both coupes offer anti-lock brakes (ABS) as an option. Again, the fancier SC2 is a better deal, as ABS comes with 4-wheel disc brakes. The SC1 retains its rear drums even when ABS is ordered. Traction control is another SC2 option, though unfortunately available only with the automatic transmission.
Back on the plus side, both coupes are genuinely economical to operate. The gas mileage penalty of the more powerful SC2 (25 mpg in the city and 35 mpg on the highway vs. the SC1's 28 mpg/40 mpg rating) is a small price to pay for improved performance.