Saturn’s got a new Aura about it

The body-side crease is to auto design what the cello is to the string quartet.

It’s a role-player. It rarely takes the spotlight but its presence elevates the surroundings. Properly applied, it lends character and balance, unifies disparate elements and introduces harmony.

The crease that runs the length of the all-new 2007 Saturn Aura does that and more; it also signals a new day at Saturn.

The Aura is the first steel-bodied Saturn sedan. To understand the significance, cast your mind back two decades to the first Saturn TV spots: The kids playing ball; the ball bouncing off the Saturn’s dent-resistant, rust-proof polymer body panels; the dad flashing a big, hey-no-problem-guys grin.

Those plastic body panels helped shape Saturn’s reputation as a different kind of car-company. Launched as GM’s import-fighter, Saturn adopted Japanese-style production techniques, forged strong ties with the union, instituted a no-haggle sales policy and expedited solutions to recall and warranty-repair issues.

So deep was their allegiance to the brand, owners held regional get-togethers. Many drove cross-country to company headquarters in Spring Hill, Tenn., where Saturn organized massive “homecoming”celebrations.

Think Sturgis for families.

But GM moves in mysterious ways and, despite Saturn’s terrific launch, it was soon shipped to the back burner, where it languished with too few and too-soon-dated products.

Still, 63 percent of Saturn owners say it’s the only GM brand they’d buy — and their loyalty is rewarded at resale time: after three years, Saturn’s 47.4 percent residual value is highest among domestic brands.

If it were your company, wouldn’t you invest some money in an asset like that?

Apparently, GM has seen the light. Hard on the heels of the successful launch of the Sky sports car comes the Aura midsize family sedan. It’s the first of a wave of new Saturns that will look to Europe for inspiration.

The character line is a good start. It pulls together an assortment of elements and proportions that mimic contemporary European styling, as filtered through an Asian perspective. Here are the jumbo headlights, the short, high decklid, the blistered fender wells, the coupe-like sweep of the roofline.

Can there be any question this is the best-looking Saturn yet (discounting the voluptuous Sky, of course)?

And there’s more to the Aura than sheet metal: It’s the first sedan from Saturn good enough to be considered in the same breath as the big boys.

Built on a platform heavily influenced by GM’s European Opel division, it offers a crisp, controlled ride and handling package. Even so, the hard-to-tame NVH trio — noise, vibration and harshness — is more than acceptable. On the road, the Aura feels like a more expensive car.

A lengthy, 112-inch wheelbase contributes to the Aura’s big-car ride.

Though somewhat uninspired, interior design is neither cloying nor overdone. And certain touches — such as the fabric that covers the windshield pillars — belie the Aura’s $20,595 base prices, which includes destination.

The trim line that bisects the dash flows gracefully into the door panels, although the shiny wood-grain trim that inhabits it is a shade or two too faux. The other option — a glossy chrome-colored plastic — is equally graceless.

The seats are good, if not yet world-class, and the rear seating area is genuinely roomy enough for two adults. The tall decklid makes for a spacious, cloth-lined trunk. Hydraulic struts prop open the decklid and won’t crush the groceries.

Buyers can choose between two trim levels, XE and XR (from $23,038).

Standard equipment includes wrap-around halogen headlights; automatic climate control; AM/FM/CD/MP3 stereo with auxiliary input jack; steering-wheel audio controls; power steering, brakes, windows, locks and mirrors; power height-adjustable driver’s seat; tilt-and-telescoping steering; cruise control; remote keyless entry; trip computer; OnStar telecommunications system with one-year free emergency service.

A full set of airbags is standard, including curtain-style bags, as are anti-lock brakes. XR models get anti-skid standard; the XE will add it for the ‘08 model year.

Saturn brags that even the entry-level XE gets V-6 power. That’s true, but its 224-horsepower, 3.5-liter pushrod six is not a particularly impressive engine — and it’s paired with a dated four-speed automatic transmission. Fuel economy is rated at a so-so 20 city/30 highway.

The 3.6-liter engine in the XR makes 252 horsepower and teams up with a six-speed automatic with sport mode. It pulls down an EPA rating of 20 city/28 highway.

It’s a fairly impressive set-up, albeit with two caveats. When pushed, the six gets noisy, which is tolerable. Less tolerable is the torque steer that manifests itself when the engine hits its sweet spot. This is not a powertrain issue, but more a reflection on the steering and suspension setups.

How good is the Aura? Good enough to have been nominated as one of 11 Car of the Year finalists by 50 top North American auto journalists. I’d call it a long shot, but there’s no question the Aura is here to make some noise.