BUY USED & NEW CARS AUTO PARTS ONLINE - FIND CHEAP AUTO PARTS ONLINE - Car Auto Parts

It seems like only yesterday, but Chrysler's LH cars--Chrysler Concorde, Dodge Intrepid and Eagle Vision--were introduced over four years ago. Full-size front-drivers, these were the cars that put the company's fortunes back on a positive track with their breakthrough cab-forward design, a design that sent ripples through the entire industry, as well as Chrysler offerings that have come along since.

Today they're the oldest cars in the entire Chrysler lineup, a dramatic index of the sweeping changes at the company Walter P. Chrysler established back in 1923.

However, though they're now the veterans of the fleet, no one would call them dated. The strong wedge shapes still stand out in traffic, and the cab-forward design concept, which places the wheels at the corners of the car to expand interior volume, still gives the LH triplets an edge in roominess. And that translates directly as comfort and all-around utility.

The newer Chrysler LHS, an even larger car based on a stretched luxury version of the basic LH platform, amplifies this benefit, but the original triplets are still interior volume leaders in their respective market segments.

Although the three cars share the same basic chassis and hardware, the Vision is the sportiest, aimed at drivers who want the functionality of a large 4-door sedan but also want the handling and style found in European imports--without paying the price commanded by the imports.

The Vision is a member of Chrysler's newest brand lineup, Eagle, which was established after Chrysler purchased American Motors in the '80s. Eagle cars generally are sold through dealerships that also sell the Jeeps.

As the brand conceived to lure import-intenders, Eagle frequently is called upon to introduce technological innovations. The latest example is Autostick, an automatic that can be shifted like a manual transmission if the driver chooses. Although it will probably spread to other Chrysler products, for 1996 it's available only in the Eagle Vision TSi.

The design of the Concorde, Intrepid and Vision has proven to have excellent staying power. Although a number of new designs have come along since this trio was introduced, most notably Ford's flashy Taurus and Mercury Sable, the Chrysler models still look contemporary and, more important, distinctive.

Like the other basic LH cars, the Vision is available in two models--the well-equipped ESi and the even better furnished--and more powerful--TSi. Dodge offers base and ES Intrepids, while the Corcorde is available in LX and LXi trim levels.

The main distinction between ESi and TSi is in the engine compartment, something that's also true of standard and uplevel versions of Intrepid and Concorde. The ESi comes with a 3.3-liter overhead valve V6 that provides adequate horsepower and better-than-adequate torque. The TSi gets a 214-hp 3.5-liter dual overhead cam 24-valve V6, the top engine in Chrysler's passenger car powertrain inventory.

While the exterior design has withstood the test of time well, the interior functionality remains a benchmark for the industry. Every time we test drive one of the LH cars we're impressed with how roomy and airy the interior is. The cars are ideal for families as well as for business people who have to carry around clients.

The Vision is available with 5- or 6-passenger seating in ESi editions, available with a bench front seat. The TSi comes with twin bucket seats up front. The rear seat area is large, with room enough for three tall people to comfortably stretch their legs out. Available for the rear seat is an optional integrated child seat built into the rear armrest. When not in use, the child seat can be stowed and the armrest forms a seatback for the middle passenger.

All seats are extremely comfortable. Outboard seats have seatbelts with height-adjustable upper anchors so drivers and passengers of any size can easily find a comfortable seatbelt position. The belts also can secure a child safety seat without a separate locking slip.

Large, wide-opening doors make entry and exit easy.

Let's face it, a lot of the enjoyment we get from a sporty-looking car is that people look at us driving it. It's as American as apple pie to like to be seen tooling around in a cool new ride.

We won't speculate on why that's so (save that for Psychology Today), but it explains a great deal about the appeal of the 1997 Eagle Talon line-up, as well as its tribe of identical cousins from Mitsubishi, surname Eclipse. People on the sidewalk pick this smart-looking coupe out of traffic as it flies past--and since it's an Eagle-brand car from Chrysler, flying is, naturally, what it likes to do best.

Talons and Eclipses are built in Mitsubishi's factory in Normal, Illinois, sharing major sheetmetal and virtually identical interiors as well as subdural mechanical bits. Ob-servations made concerning the Talon, therefore, also apply to the Eclipse.

The Talon/Eclipse duo comprise a modern range of sporty cars that provide ample driving fun, with engine options from mild to wild--if your definition of mild power in a base model starts at a whacking 140 hp. Turbocharging and all-wheel-drive models add another order of magnitude to the driving excitement. And the Eclipse adds the option of a soft top, new to the lineup last year and available only in the Mitsubishi version.

The four-model Talon range is diversified primarily by an ambidextrous powertrain spread. With these impressive engine/transmission combos, a buyer can customize the car to personal driving preferences while retaining a laudable edge in fuel economy. Any blend of these choices will give you a ride that can make your day on a sunny Sunday morning.

The front-drive base Talon (from $14,594, including destination) and slightly uplevel Talon ESi (from $15,365) are powered by a 2.0-liter dual overhead cam four-cylinder with 16 valves for heavy breathing. The engine sends 140 horsepower through a standard-equipment five-speed manual gearbox and runs on 87 octane unleaded fuel. If you prefer an automatic transmission, add $745.

The standard engine is a decent performer with the automatic--and a blue-ribbon little pot-boiler with the stick, with which you can take better advantage of the available power and torque. It's a high-tech powerplant, and also hearty foundation for the turbocharged version.

The front-drive Talon TSi (from $18,550) and full-time all-wheel-drive Talon TSi AWD (from $20,806) are the turbocharged editions, with the same transmission choices--manual standard, automatic optional. The pressurized engine pounds out 210 hp (205 hp with the automatic) on 91 octane unleaded gasoline. We gotta tell you right now that this engine is an electrifying actor, especially in the earth-magnet TSi AWD.

A sport coupe's sleek exterior exacts its price from the interior. All of that cool, swoopy sheetmetal defines a passenger cell that is nothing short of overstuffed when occupied by the maximum of four riders. It's a problem that's inherent in all small sport coupes. The ideal solution: operate the Talon as a spacious two-seater and use the back seat as a rear-mounted package shelf. Front seat legroom, however, is plentiful.

The interior itself is as purposeful as the flight deck of the space shuttle. The instrument panel reads at a glance, and the various controls and switches are well lighted for nighttime operations. Everything needed to operate the car is within the driver's reach, yet there's no appearance of clutter.

Standard equipment quickly ratchets up along with the price for uplevel renderings, but buyers of even the base cars can expect sport instrumentation that includes a tachometer, speed-sensitive power steering, sport wheel covers, tilt steering column, and dual remote (as distinct from power-operated) outside mirrors.

Other important standards include dual airbags and side impact door beams, a footrest for the driver's left foot, and a folding rear bench seat permitting bigger cargoes.

Our basic tester was equipped with only a few options. In Midwestern climes a rear window defroster is a bargain at $162. Air conditioning isn't quite as much of a bargain at $860, but it's essential even in climates that are short on warm weather and pays off at resale time. The only other extra-cost item was the uplevel AM/FM four-speaker radio with digital clock at $234.

The people at Chrysler's Jeep./Eagle division can call it a station wagon if they want - we'll call it like we see it. We think the '94 Eagle Summit LX Wagon, with its versatility and many features, should be planted firmly in the minivan category.

Complete with a sliding side-cargo door and a rear liftgate, the Summit LX Wagon offers those in search of a second family vehicle, or commuter car, some very pleasant alternatives to the larger minivans in terms of creature comforts, cargo capacity-even performance.

Further, with the broad expanse of front, side and rear glass, our Summit LX Wagon offered us more scenic cruising possibilities than most of the larger minvans we've tested.

We suspect Eagle dubbed it a wagon instead of a minivan because of the Summit LX Wagon's comparatively short (99.2-inch) wheelbase, small (2.4-liter) engine displacement and car-like fuel mileage ratings of 20 city and 26 highway.

Yet, the Summit eclipses the usual expectations for a wagon in passenger room, cargo area, loading convenience and the like. As such, it comes very close to being a vehicle with a niche all its own - perhaps we could call it a mini-minivan?

It's MSRP of $17,107 is likely to put the amply equipped Summit LX Wagon well within the small-wagon buyer's price range. In addition to a premium interior and a driver-side air bag that are standard, that price afforded us options such as air conditioning, a six-speaker AM/FM stereo with a cassette player, speed control, a keyless entry system, four-speed automatic transmission and a roof rack.

The great expanse of glass caught our attention as we began our exterior examination of the Summit LX Wagon. A sharply raked windshield stretched from the short hood to meet the roof at a point well over the typical driver's head. The high roofline not only permitted a big windshield but also allowed for large front- and rear-side windows. The rear liftgate appeared to have more glass than metal. Overall, it was a vehicle that looked as though it would put its occupants on display and provide them with excellent scenic possibilities.

The upper two-thirds of our two-tone Summit test vehicle was finished in a rich Dark Red Pearl, and the lower one-third, bumper to bumper, was painted Light Silver Metallic. The color match between metal and vinyl components and the overall fit-and-finish were close to excellent. The roof rack, window moldings and recessed door handles were black vinyl. The result was a nicely trimmed, color-coordinated glass house.

In front, a small grille worked well with the abbreviated and sharply sloping hood and complemented the look of the air scoop under the bumper. The halogen headlamp assembly and cornering lights wrapped around the front fenders.

In back, wraparound taillight/cornering lamp assemblies were positioned high on the rear fenders just under the back glass. The liftgate came with a wiper-essential for all that glass. That's just one example of the many thoughtful features Eagle included on this vehicle.

The more we looked, the more we liked the flow and balance of our Summit LX Wagon.

We would expect plenty of visibility and room from a minivan, but this was a wagon. So the Summit LX surprised us by offering a barrier-free view and plenty of head- and legroom to spare. Front bucket seats and the rear bench seat were high off the floor, putting the door sills well beneath shoulder height for both front and rear passengers. This nice feature gave us the feeling of being in a much larger vehicle.

The back seat folded down to create more cargo space, easily accessible through the sliding side door. The seat was also removable, creating a whopping 79 cubic feet of carpeted cargo space.

The instrument panel of our Summit LX was in a rectangular housing and contained a big speedometer flanked by temperature and fuel gauges and warning lights.

From the placement of controls to overall seating comfort, the Summit LX Wagon boasted successful ergonomic design. We especially liked the positioning of the armrests, the easy access to power-assist controls on the driver's armrest, and the prominent speed control switch mounted on the steering wheel.

We weren't terribly thrilled, however, by the effort it took to see and use the controls for the air conditioning and stereo-both were mounted flat against the dash. We think in future versions of this wagon, Eagle should angle these controls toward the driver for better visibility and access.

The Saturn Vue stands out among the compact SUVs with its unique styling and innovative plastic body panels, which resist dents and eliminate corrosion. Inside, it's roomy and practical.

Similar in size to the Honda CR-V, the Vue seats five. Back-seat riders are made more comfortable with seatbacks that recline slightly for comfort. The seats, including the front passenger seat, fold flat, providing enough space to haul an eight-foot ladder. In back, a cargo organizer keeps things from rolling around.

The Vue is one of the quickest SUVs in its class when ordered with the 3.5-liter V6. Built by Honda, the V6 generates 250 horsepower and the Vue enjoyable to drive. Acceleration performance is decidedly tepid with the standard four-cylinder engine, however. The Vue comes standard with front-wheel drive, but all-wheel drive is available for improved traction and stability in winter weather.

The interior trim has been improved for 2006, and the front and rear styling has been revised for a more pleasing appearance.

The Saturn Vue ($17,390) comes standard with a 2.2-liter four-cylinder engine and front-wheel drive. The four-cylinder is available with a five-speed manual or a four-speed automatic transmission ($18,745). For 2006, power windows, locks, and mirrors, air conditioning and cruise control are standard. Also standard: an adjustable steering column, a four-speaker AM/FM stereo, rear privacy glass, an engine-immobilizing anti-theft system, visor vanity mirrors and a cargo area organizer.

The Vue V6 ($21,390) packs more standard equipment, including cruise control, power locks with remote keyless entry, power windows and mirrors, a six-speaker AM/FM/CD stereo, automatic headlamps, an auto-dimming rearview mirror with compass, aluminum wheels, and an enhanced security system. A leather-wrapped three-spoke steering wheel, leather shift knob, bright interior trim plates, and upgraded seat fabric brighten the interior. The V6 comes with a five-speed automatic transmission.

The V6 is also available with all-wheel drive ($23,050).

Options include leather upholstery ($695), XM Satellite Radio ($325), and a rear-seat DVD system ($1,140). A Comfort Package ($595) includes a six-way power driver's seat and heated front seats. A moonroof is available for four-cylinder models ($725). A Sun and Sound Package ($995) is available for V6 models that combines CD, MP3, and a power moonroof.

The Saturn Vue is a compact SUV about the size of a Honda CR-V. It's smaller than midsize utilities like the Ford Explorer but slightly larger than the Ford Escape, Toyota RAV4, and Jeep Liberty. As with most compact SUVs, the Vue is based on a car platform.

The styling has been revised for 2006 with new front and rear fascias with an integrated step pad, along with a new hood, grille and new headlamps.

The Vue is distinctive, but its styling is more sensible than sensational. Most unusual is the front end, thick and snubbed, with headlamps that ride high on either side of a button-nose grille. From the side, the Vue is boxy and nondescript. It features a high beltline, meaning the doors come up relatively high, giving passengers a more secure feeling. From the rear, the large liftgate complements a low-liftover bumper with integrated step pad to provide easy and efficient access to the spacious rear cargo area. Overall, it looks modern and practical, with strong lines that avoid the bubble effect that curvy, cutesy imported mini-utilities share.

The interior of the Saturn Vue has improved steadily since launch, and most dramatically for 2006. The quality of the interior materials is better than ever and there's a new dashboard design.

New color schemes for 2006 include an uplevel design with nice wood-grain trim for an unexpectedly classy ambience. Chrome accents brighten the instrument panel and new white-faced gauges that are backlit at night give it a sporty look. The three-spoked steering wheel has elegant metallic cuffs around the cruise control and redundant audio buttons. Satin-nickel trim surrounds the shifter.

Getting inside the Vue is easy thanks to wide door openings and a low step-in height. Despite the high beltline, visibility is good, providing a panoramic view. Big mirrors afford good visibility rearward. The driver's visor has an extension to help block the sun. Handy pockets on either side of the center console are good for maps and other items.

The seats use a nice combination of vinyl and fabric. A Comfort Package combines heated front seats with six-way power and lumbar support for the driver. Leather trim for the seats and steering wheel is another worthwhile upgrade. Red Line models come with black leather upholstery with suede inserts, the power seat from the Comfort Package, metal pedals, embroidered floor mats and available ambient footwell lighting in amber or blue.

Saturn's S-Series cars are popular among people who are seeking value and a pleasant ownership experience.

These compact sedans and wagon were redesigned for 2000, which brought significant improvements to help make the driving experience smoother and quieter. They carry over little changed for 2001. The biggest news is the availability of optional front- and rear head-level air bags.

The Saturn S-Series was the car that put Spring Hill, Tennessee, on the map. Debuting in 1990, it was a new car, a new way of thinking, and an attempt by General Motors to breathe life into its flagging small car business. By most accounts, the S-Series has been wildly successful, even though the Saturn division hasn't been profitable. But Saturn owners don't care about GM's bottom-line; they only care that whenever they return to their favorite Saturn dealership they're greeted warmly and are made to feel good about their purchase. This is why Saturn customers keep going back.

These cars do indeed offer value. Saturn has been winning accolades for high resale values and its cars are regarded for low maintenance and repair costs. Prices range from about $11,000 to a tad over $14,000.

Buying one brings the owner into the Saturn family, in which you are treated with courtesy throughout the buying process. The results prove that this system works; Saturn has been named best overall nameplate in sales satisfaction by the J.D. Power and Associates research firm again and again. But that's only the beginning. When it's time for service, you are welcomed back warmly. There are even picnics and other family gatherings.

Saturn's S-Series comes in coupe, sedan, and a wagon body styles.

Saturn's sedan lineup consists of the SL ($10,570), SL1 ($11,485), and SL2 ($12,895). Saturn SC coupes include the ($12,535) and SC2 ($15,645). There's also a wagon, the SW2 wagon ($14,290).

One way to keep the nomenclature straight is to remember that the number in the model designation stands for the number of camshafts: For example, the SL1 sedan comes with a single-cam engine (sohc), while the SL2 is powered by a more powerful twin-cam (dohc) engine. The wagon only comes with the twin-cam engine.

Its upswept, mildly wedge-shaped body and clean, smooth surfaces continue to form Saturn's distinctive design. The style is only a year old and the exterior appearance is still fresh.

Since the beginning, S-Series sedans have had dent-resistant polymer body panels. These plastic body panels, bonded to a steel subframe, are flexible so that minor dings don't form lasting impressions. And they won't rust.

The reflector headlamps are designed to offer clear lighting at night. Taillamps have a contemporary wraparound look. Modern wheel designs help keep the appearance contemporary looking.

Last year's redesign went a long way in improving the functional but funky interior of the previous model. The current one is attractive and its styling reflects that of the exterior design.

The dash was designed to reduce squeaks and rattles. The instrument cluster provides useful information with a telltale display. The center console features storage for audio tapes, provisions for a six-disc CD changer and several cupholders. SL2 models include an armrest with fore-aft adjustment. The door panels offer additional storage space with a place for a 12-ounce soda can. Horn buttons are located in the center of the steering wheel and the cruise-control buttons are on the spokes.

Saturn S-Series sedans can seat five people, four comfortably.

SL1 and SL2 come fully trimmed in cloth, while the SL uses cloth and vinyl. Leather trim is available for the SL2 for $700, which includes a comfortable leather-wrapped steering wheel with contoured humps at the proper 10-and-2-o'clock hand positions. The gray leather in our SL2 was attractive and comfortable. Front seats offer built-in lumbar support as well as enough fore and aft seat travel to provide additional legroom for taller drivers.

Stereo performance is decent, but the small buttons make it a challenge to operate.

Reduced-force airbags are standard. Seatbelts include buckle and shoulder belt height adjusters that are easy to use. Top tether anchors for child safety seats are standard.

When the Saturn L-Series sedans were introduced, they were styled to look like the smaller S-Series Saturns, only bigger. It's not uncommon for automakers to give their products a family resemblance, but the styling of the S-Series was tired, soon to be replaced by the Ion. Combined with a more lackluster impact on the market than Saturn brass would have preferred, the L-Series went to the beauty parlor for a major makeover for 2003. The result is a mid-size Saturn in a new, more attractive wrapper.

What hasn't changed is Saturn's simplicity, economy, performance, and dent-resistant composite-plastic side panels.

The Saturn L-Series continues to be stuffed with value. Head-curtain airbags, automatic headlamps and ABS with traction control are standard on all models. Options include OnStar and a DVD entertainment center that's a segment exclusive. Floor mats and anti-lock brakes are optional, however.

Saturn's legendary customer service also remains, a key attraction for buyers who want a pleasant buying experience and a friendly service.

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.

For 2003, the plain faces of the earlier models have been replaced with a grille with more flash and a brighter Saturn badge. The grille lattice, if one looks closely, is formed from small arcs of the Saturn planet-and-ring logo. At either end of the grille are standard projector beam headlamps with clear lenses framed by chrome trim. Optional fog lamps are inset in the new front fascia.

2003 also brings a higher hood to the Saturn L-Series cars. These combine to reduce the stinkbug-ready-for-action look of last year's L-Series. In fact, the changes, which include a redressed tail and body-color rocker panels (instead of black), give the L-Series a resemblance to the departed Cadillac Catera from the side. That look didn't work for Cadillac, but it looks rich on the Saturn.

Saturn's L-Series is based on the same structure as the Opel Vectra. (Opel, a highly respected German automaker, is a GM subsidiary.) While some changes were made, the L-Series retains its German heritage. This platform appears to have been an excellent choice because the body structure is very rigid.

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.

Saturn's S-Series sedans, the SL, SL1 and SL2, are redesigned for 2000. Changes include a restyled exterior, an all-new interior, extensive updates to the electronics and a new anti-lock braking system.

But before making all these changes, Saturn says it listened closely to what its customers were saying they wanted. Since Saturn's launch just one decade ago, GM's newest division has focused on maintaining a close relationship with its customers. So when it came time to redesign its core product, the S-Series sedans, Saturn listened. Every time a change was considered, the company asked itself whether it would add value for the customer.

These cars do indeed offer value. Saturn has been winning accolades for high resale values and its cars are regarded for low maintenance and repair costs. Prices for the S-Series sedans range from $11,000 to $16,000. Buying one brings the owner into the Saturn family. You are treated well during the buying process; Saturn has been named best overall nameplate in sales satisfaction by the J.D. Power research firm for four consecutive years. But that's only the beginning. When it's time for service, you are welcomed back warmly. There are even picnics and other family gatherings.

The only thing diluting all this good value is that, in the past, the cars have been perceived to be unrefined. To address this, Saturn completely redesigned its S-Series engines for 1999 to make them smoother and quieter. Coupled with this year's refinements, the 2000 S-Series sedans have much to offer people who are seeking value and a pleasant ownership experience.

Saturn's S-series consists of a coupe, a sedan, and a wagon, all based on the same platform. Each body style is distinguished by a base model and a more-powerful model. It is useful to think of the number in the model designation as standing for the number of camshafts in the engine: The SL1 sedan comes with a single-cam engine (sohc), while the SL2 is powered by a more powerful twin-cam (dohc). It works the same way with the SC1 and SC2 coupes. The wagon, however, only comes as an SW2.

Saturn's sedan lineup consists of the $10,685 SL, $11,485 SL1, $12,895 SL2. An automatic transmission adds $860. Anti-lock brakes are $695.

Prices for options have risen and can drive up the SL's bottom line. A $1,480 Option Package 2 for the SL2 adds cruise control, power windows, power door locks, remote keyless entry and security system, dual power mirrors and aluminum alloy wheels. A similar package for the SL1 goes for $2,090. Air conditioning is standard on SL2, but adds $960 to the SL and SL1. Sunroofs, spoilers, CD stereos, fog lamps and leather drove our SL2 to $18,550.

Its upswept, mildly wedge-shaped body and clean, smooth surfaces continue to form Saturn's distinctive design. But all body panels below the beltline are new for 2000, giving the cars a fresh exterior appearance.

2000 S-series sedans retain the dent-resistant polymer body panels. These plastic body panels, bonded to a steel subframe, are flexible so that minor dings don't form lasting impressions. And they won't rust.

New reflector headlamps are designed to offer improved lighting. Taillamps are redesigned with a contemporary wraparound look. New wheel designs further freshen the appearance.

Gone is the functional but funky interior and we don't miss it. The interior has been dramatically restyled for 2000. The new one is attractive and its styling reflects that of the exterior design.

The top of the dash looks better and is designed to reduce squeaks and rattles. A new instrument cluster provides more information with a revised telltale display. A new center console features storage for audio tapes, provisions for a six-disc CD changer and improved cupholders. SL2 models include an armrest with fore-aft adjustment. New door panels offer additional storage space with a place for a 12-ounce soda can. A new steering wheel locates the horn button in the center with cruise-control buttons on the spokes.

Saturn S-Series sedans seat five, four comfortably. SL1 and SL2 come fully trimmed in cloth, while the SL uses cloth and vinyl. Saturn upgraded all the fabrics for 2000. Leather trim is available for the SL2 for $700, which includes a comfortable leather-wrapped steering wheel with contoured humps at the proper 2 and 10 o'clock hand positions. The grey leather in our SL2 was attractive and comfortable. Front seats offer improved built-in lumbar support for 2000. Fore and aft seat travel has been increased to provide additional legroom for taller drivers, addressing a complaint we had last year. Stereo performance has been improved, but the small buttons make it a challenge to operate.

Reduced-force airbags are standard, of course. Seatbelts were revised last year with buckles and shoulder belt height adjusters that are easier to use. New for 2000 are top tether anchors for child safety seats.

Value and a pleasant ownership continue to be Saturn's hallmarks. With attractive interiors and nimble handling, these are pleasant cars to drive. They still may not offer the refinement of some of the best compact sedans from Europe and Japan, but Saturn's S-series sedans have come a long way. Affordable payments and a trustworthy dealer are important considerations when choosing a car and these new Saturns deliver those benefits in spades.

The Saturn Relay is styled to look like an SUV, with a long, square nose, exposed C-pillars, and heavy-duty roof rails. It is a minivan, however, with the valuable virtues of sliding side doors and comfortable seating for seven.

The Relay's cabin is clean and contemporary, and some neat features are available. OnStar is standard. A new integrated navigation system is available. A rear-seat DVD entertainment system comes standard, and the available PhatNoise entertainment system can play video games, digital music and movies through the vehicle's existing sound system. It's pretty Phat.

The Relay gets down the highway well, and the driver enjoys a commanding view of the road. It's smooth and quiet and the steering is light and easy. Brakes are powerful and easy to modulate for smooth stops. The standard 201-horsepower, 3.5-liter V6 is relatively smooth and quiet, if not particularly muscular. A new 235-horsepower, 3.9-liter V6 engine is optional on 2006 models.

All-wheel drive is available, and GM's Versatrak provides excellent traction and stability for wintry driving.

The Saturn Relay was launched as a 2005 model. For 2006, it gets more safety features and more entertainment features. Side-impact airbags are now available on selected models for improved crash protection. Relay received a five-star safety rating in the federal government's frontal crash tests and, although it does not offer side curtain airbags, it earned a five-star rating for rear-seat passengers and a four-star rating for front seat passengers in the government's side-impact tests. In the Insurance Institute for Highway Safety's 40-mph offset-impact test, Relay rated good.

Saturn dealers are renowned for their attention to customer service, and the Relay is priced aggressively against its competition.

The 2006 Saturn Relay comes in two trim levels, which with Saturn's characteristic no-frills approach are named Relay 2 and Relay 3. (There is no Relay 1.)

All Relays are powered by a 3.5-liter V6 mated to a four-speed automatic transmission. Front-wheel drive (FWD) is standard, but all-wheel drive (AWD) is available on Relay 3. All Relays feature seven-passenger seating, with two rows of bucket seats and a three-across split folding bench in the third row.

Relay 2 ($22,850) comes with manually operated sliding doors on both sides. Standard features include ABS, OnStar with a one-year subscription, air conditioning, tilt wheel, remote keyless entry, cruise control, power locks, power windows, power heated mirrors, a roof rail system, a nice-sounding eight-speaker AM/FM/CD/MP3 audio unit, rear seat audio controls, rear-seat DVD entertainment, and 17-inch wheels and tires.

Relay 3 ($27,345) adds a long list of additional standard equipment, including a six-way power driver's seat, second row captain's chairs (they have armrests, which the standard bucket seats do not), a power passenger-side sliding door, rear air conditioning, power third-row vent windows, headphones and remote control for the DVD system, storage systems overhead and in the rear cargo area, a universal garage door opener, a leather-wrapped steering wheel with audio controls, traction control, and other features. Seat-mounted side-impact airbags for the driver and front-seat passenger have joined the list for '06. Second-row side impact airbags are optional ($350).

Styling cues may suggest a sport utility vehicle, but the Saturn Relay looks like a minivan with a long nose. The sliding-door slots are a dead giveaway, as are the rear door handles, which are in the wrong place for an SUV. The Relay is also too low to the ground to pull off the masquerade; its 5.5-inch ground clearance and 17.5-inch step-in height are about 3 inches lower than a typical SUV stance.

However, sliding doors and a low step-in height are good things. These are some of the key features that make minivans more practical than SUVs for most on-road duty.

Relay shares its pseudo-SUV facade with the Buick Terraza, Chevrolet Uplander, and Pontiac Montana SV6. All four are nearly the same under the skin, sharing a single powertrain with a choice of front-wheel drive or all-wheel drive. Only minor styling and equipment differences distinguish them from each other.

Relay's outer skin is steel, not plastic like other Saturns, although its horizontal-bar grille and big red logo give it some Saturn identity. And the grey cladding that runs all around the lower perimeter of Relay suggests a kinship with the Saturn Vue, a compact sport utility. Another SUV styling cue: Instead of trying to blend the side windows into a single visual element, the designers designed them as three distinct windows on each side.

The Saturn Relay provides plenty of space for family use inside, a commanding view of the road, and plenty of outward vision in all directions. The standard interior layout is four bucket seats and a split/folding rear bench. The available second-row captain's chairs are roomy and comfortable. Relay 3 models have a leather-wrapped steering wheel with audio controls.

The interior styling is clean and contemporary, with good quality, but not adventurous, materials, and good fit and finish. Much of it, however, looks like standard GM fare. The Relay uses an unconvincing maple wood grain around the center stack and door switch plates. Upholstery is available in only gray or tan, whether cloth or leather.

The Relay's cabin is functional. The gauges in the central cluster are large, with large numerals, easy to read and use. The instrument panel, center console and door panels are well integrated, and follow other GM interior schemes to the letter, as do the operation, adjustment, and stowage of the seats.

The roomy interior features an overhead console and an overhead rail system that integrates rear HVAC (heating, ventilation and air conditioning) and audio controls, lights, and rear-seat DVD entertainment system into a single unit. Three storage modules can be ordered that snap into this overhead system; each storage module is 12 inches wide and 10 inches deep, with job-specific shapes.

Saturn's strength has always been its dealers. It's Saturn's car that haven't always measured up, particularly in comfort and refinement. GM's youngest car division is working to remedy this, so while the Saturn dealership experience remains as good as it ever was, Saturn's cars are now better than they ever have been.

The Saturn Ion is a good example of that. When it appeared in 2003, the Ion represented a major improvement over the old Saturn S-series. Yet our impressions of it were negative. We found the seats uncomfortable and its levels of refinement were average at best. However, Saturn has continued to update and refine the Ion over the past three model years, and we came away with positive impressions of the current models. Most of the things we complained about have been changed and refinement has been improved overall.

The most substantial changes came for 2005: Larger and more supportive seats have replaced the barstools used previously, and a larger steering wheel provides a more comfortable grip. Suspension tweaks have resulted in a smoother and quieter car that's more pleasant in everyday use. At the same time, the handling is sharper, making it more fun to drive. A new four-speed automatic built by GM replaces outsourced transmissions that proved problematic. And the appearance of the sedan was greatly improved with a new grille.

The improvements continued for 2006: Saturn has reconfigured the center dash to provide more room for storage and to enhance legroom. OnStar is now standard on all Ions. A larger, more powerful engine is available. Saturn has dropped the base-level sedan with its narrow seats, and a new Enhanced Performance Package has been added to bridge the gap between the base-engine/base suspension models and the Ion Red Line sport compact. Prices have been reduced, especially at the lower end of the line, where an 2006 Ion 2 sedan lists for $2,455 less than a comparable '05 model.

Meanwhile, all of the Ion's best features remain unchanged. The sedan offers plenty of interior and luggage room for a reasonable price. The Quad Coupe features innovative dual rear-access doors, like those on an extended-cab pickup, that make it easy to load and unload cargo. We found we could stuff large objects into the back seat of a Saturn that would not go into a traditional two-door coupe.

The Red Line coupe features a 205-horsepower supercharged engine good for 0-60 mph in about 6.3 seconds. We found it fun to drive, with strong throttle response and a sporty exhaust note. It comes with Recaro seats that provide comfortable support in corners.

And then, of course, there's that Saturn dealership experience. Surveys show that Saturn buyers tend to be more satisfied with their dealers in terms of the sales and service experience than buyers of other brands. Saturn tends to be the top-scoring non-luxury brand in these types of surveys.

The 2006 Saturn Ion is available as a four-door sedan or an innovative coupe, which Saturn calls a Quad Coupe for its unusual reverse-opening rear doors. Picture the door arrangement on an extended-cab pickup, but with more style.

The base engine for the Ion is a 2.2-liter four-cylinder rated at 140 horsepower. New for 2006 is a 2.4-liter four-cylinder rated 170 horsepower. The top-performing Red Line model comes with a supercharged 2.0-liter four rated 205 horsepower. A five-speed manual transmission is standard, and an automatic transmission is optional ($900).

For 2006, the sedan is offered in two trim levels, called Ion 2 and Ion 3. Quad Coupes come in Ion 2, Ion 3, and Red Line trim.

The Ion 2 sedan ($11,925) and Quad Coupe ($12,925) come with air conditioning, four-speaker AM/FM/CD stereo, tilt steering, height-adjustable driver's seat, an immobilizing anti-theft system, and 195/60 tires on 15-inch steel wheels. OnStar, previously a $695 option, is now standard as well. A Preferred Package ($875) adds cruise control, power windows, mirrors and locks. Aluminum wheels are also available ($440).

The Saturn Ion sedan is stylish and draws favorable comments on the street. The bright metal grille with the Saturn logo front-and-center that were added for 2005 give the Ion a more conventional look, but it's less polarizing (and better looking) than the previous design with its heavy bright bar over a blacked-out slot just above the bumper.

The windshield slopes dramatically, helping the relatively tall Ion look sleek. And the Ion does stand tall, at 57.4 inches. The sedan's roof curves heavily down to the high trunk line, almost giving it the appearance of a hatchback rather than a traditional sedan. We found the Ion's small, lever-style door handles relatively hard to grasp.

The Quad Coupe breathes through a blacked-out slot above the bumper and a larger rectangular scoop below, but it looks simple, functional, and attractive. Red Line models have three big openings below the bumper.

The Quad Coupe gets its name from a pair of mini-doors behind the main portals that open on rear-mounted hinges, in much the same way as the auxiliary doors on an extended-cab pickup. The rear doors have no exterior handles to compromise the coupe's sporty styling; and when they are open, there's no B-pillar in the opening, which makes access to the rear seat very easy for such a small car. It's an innovative design that enhances the practicality of this sport coupe. The front passenger seat folds flat, improving utility further. Saturn likes to demonstrate that it's possible to stuff a nine-foot kayak into the coupe through its doors, a feat that would be plenty tough for many SUVs, let alone other compact coupes. You may not find the need to stuff a kayak in your car, but you may occasionally need to haul something big and the Quad Coupe's rear access doors will be helpful.

Ion's interior looks stylish and youthful, with a design theme that features interlocking half circles and an assortment of textures. We weren't happy with the comfort nor the quality of the Ion interior when the model first appeared in 2003, but Saturn has made significant changes since then.

The biggest of these changes came for 2005, when larger and more substantial seats replaced the original flat and skimpy perches. This represented a vast improvement, though we'd still like more side support. However, they do feature a height adjustment via a mechanical jacking system something like Volkswagen's. The Red Line coupe comes with excellent Recaro seats, but they are best suited for drivers with narrow hips.

Textures and materials were upgraded for 2005 and the overall effect is nice. Chrome rings adorn the instruments and vents. The four-spoke steering wheel feels nice to the touch and is larger in diameter than previously, making it more comfortable to hold. The shifter and cruise controls were improved as well.

For 2006, Saturn has addressed the center stack and console, adding storage space above the radio while increasing inboard clearance for knees. The standard fabric in Ion 3 has been upgraded for 2006 as well.

The Saturn story has always led with value. There are few other showrooms where a customer can get more bang for the buck. The SC1 coupe tested here is a perfect example.

Added to that value story is Saturn's focus on customer relations, generally not matched in those other showrooms. And the SC1 offers a unique look that's clean, sleek and a little daring.

The great looks happened two years ago when the coupes got completely new aerodynamic skins and a handsome new interior. New, yet they managed to carry over some of the styling cues from the distinctive look of the 1991-1996 originals.

The coupes are on the same 102.4-inch wheelbase as the Saturn sedans and wagons. These cars are stable at high speeds. They offer a good ride quality and decent headroom.

The SC1, priced from $12,385, comes with a 1.9-liter, four-cylinder single overhead-cam engine that produces 100 horsepower at 5000 rpm and 114 foot-pounds of torque at 2400 rpm. Our test car had the standard five-speed manual transmission, but a four-speed automatic is optional.

The SC2 uses a double overhead-cam 16-valve version of the same engine, which produces 124 horsepower. The SC2 also comes with more comfort and convenience features, bigger wheels and more aggressive tires, which add about $1,300 to the cost of an SC1.

Our test car had a $1,930 option package that included power locks with remote keyless entry, power windows, air conditioning, cruise control and a power right-hand mirror. An optional anti-lock braking system packaged with traction control added $695, which brought our Saturn SC1 to $15,010.

Model-to-model comparisons are difficult to make because different manufacturers roll items into packages, but it's possible to get a base Chevrolet Cavalier or Plymouth Neon with air conditioning for less than a Saturn SC1.

The SC1 is low slung, so getting in is a bit like dropping in. Getting out is somewhat of a climb.

The interior is plain, but not unattractive. The cloth is good quality and the pattern pleasingly subtle. The interior theme is ovoid shapes and rounded corners, with a modular center pod for audio and climate controls.

Simplicity is repeated in the instrument cluster, which includes a speedometer, tachometer and a temperature gauge. The steering wheel is adjustable up and down.

There is no lidded console, just an open catch-all tray. Two cupholders sit in front of the shift lever, one with a removable ashtray insert.

With the low seating position and high window ledge, shorter occupants may feel like they are sitting a bit deep in the SC1.

The Lincoln LS may be a Lincoln, but if you think it's a rolling sofa, then you're way off the mark. This is Lincoln's most youthful car and it's no cushy-mobile. In styling, style and performance, the LS is fashioned in the image of a European sports sedan. The LS is aimed squarely at the import competition, and in a broad sense it covers the mark. One indication of that is that it uses rear-wheel drive, the first mark of a sports sedan, like those from Mercedes and BMW.

Last year, the Lincoln LS benefited from major revisions, involving more than 500 new or redesigned parts. As a result, the LS feels more refined and more comfortable. Its V8 and V6 engines are more powerful and more sophisticated, benefiting from the addition of variable valve timing. The interior was improved substantially and now features an attractive platinum-colored center panel that has a look and feel of quality. Comfort and convenience were enhanced with power-adjustable pedals, increased center console space and an electronic parking brake.

The biggest benefit was in the area of suspension tuning and a reinforced chassis, which improved handling and ride quality. The LS feels firmer, sportier, more European than before.

The Lincoln LS comes with a choice of two engines, a 232-horsepower 3.0-liter V6 or a 280-horsepower 3.9-liter V8. All models come standard with a five-speed automatic.

Three trim levels are available with either engine, each building on the prior in terms of standard equipment. The V6 Luxury model ($32,120) comes with 16-inch wheels and tires, all-speed traction control, power-adjustable pedals, leather seats with eight-way power adjustment for the driver and six-way for the front passenger, an in-dash CD player, black lacquer interior trim and dual-zone climate control. The Appearance trim level ($35,890) adds more features, including auto-dimming mirrors, built-in universal remote buttons and three-position seat memory that links the outside mirrors, pedal and steering wheel positions. The V6 Premium ($36,520) includes a power moonroof, rain-sensing wipers, a high-watt sound system with an in-dash CD changer, burled walnut interior accents and heated and cooled seats.

Options for the LS V6 include Lincoln's AdvanceTrac electronic stability control system ($775), which can help manage skids by sensing wheel slip and applying the brake at the appropriate wheel. The safety/parking package ($845) includes rear park assist to warn the driver of hidden obstacles.

With its long wheelbase, short overhangs and chunky rear end, the Lincoln LS presents a classy profile. Its angular lines share little with the rest of the Lincoln family, apart from the badges and waterfall grille.

The LS underwent some significant exterior styling changes for 2003. The grille, front fascia, exterior mirrors, rear deck lid, tail lamps, license plate trim and wheels were all redesigned, resulting in a cleaner overall look. The difference is most obvious from the rear, where smooth lamps replaced rippled taillight lenses. Little has changed for 2004, though there are two new colors: Cashmere TriCoat (essentially white) and Light French Silk metallic (light gold).

Our favorite LS is the V8 LSE. Its bright wheels and color-keyed grille, rocker panels and license-plate surround suit our idea of a sporting luxury sedan nicely. It looks clean, aggressive, classy.

The Lincoln LS interior is understated, in the European fashion. The feeling is cozy, almost cockpit-style, and there are no gaudy trim pieces. The leather seats, nonetheless, feel cushy in the Lincoln tradition. They're comfortable, but not as supportive as the seats found in a Mercedes-Benz or BMW. The driver and front passenger seats offer power adjustments with three-way memory for the driver on most models. The power tilt-and-telescope steering wheel and exterior mirrors are tied to the memory buttons, and when the ignition is switched off the driver's seat automatically moves back, which makes getting in and out easier.

The interior trim is high quality and everything fits together nice and tight. Lincoln offers two new interior color combinations for 2004: Dark Stone/Medium Light Stone and Shale/Dove. A canopy shields the instruments. On Premium and Ultimate models, real burled walnut trim brightens the doors and the area around the controls, giving the cabin a warm, rich ambience. The platinum-colored center panel is a high-quality piece. Stereo and climate controls are clustered in a large center stack that's easily accessible for either driver or passenger. The climate system is easy to operate. The seats feature seat heaters for those cold winter mornings and fans for hot, sultry summer afternoons. We liked the seat fans; you can hear them.

The Chrysler Voyager gets the cachet of a premium brand name, but offers a strong value. The Voyager delivers all the minivan essentials at prices that are hard to beat.

The Voyager is comfortable and easy to drive, with excellent visibility. It seats seven. The seats are easily removable, so it can be quickly set up to haul a load of lumber. Its shorter length makes it more maneuverable than the long-wheelbase minivans.

For 2003, the exterior and interior appearance of the four-cylinder model has been upgraded so it looks more like a V6 model.

Voyager comes as one trim level, the LX. Two engines are available, a four-cylinder and a V6. Both come with a four-speed automatic transmission.

The 150-horsepower 2.4-liter four-cylinder engine comes as part of the Voyager LX Value Equipment Package ($19,575). It comes standard with air conditioning, seating for seven, and AM/FM stereo cassette.

The 3.3-liter V6 comes with the Voyager LX with the Popular Equipment Package ($23,640), which adds a tachometer, rear-window defogger, upgraded sound insulation, and more convenience items, including power windows and rear vents, cruise control, and tilt steering.

Both modes feature new Matisse cloth upholstery for 2003, along with floor mats, front and rear.

All Voyagers are equipped with multi-stage dual front airbags that inflate at varying rates depending on the severity of an impact; this limits the potential for airbag-related injuries. Both models offer optional front-passenger side-impact airbags ($390) and built-in toddler safety seats (prices vary with different option packages).

The Chrysler Voyager remains one of the most handsome minivans extant, regardless of trim level.

For 2003, there is little to distinguish four-cylinder models from V6 models as they all wear color-keyed trim all around. The only remaining visual distinction is the four-cylinder Value Equipment van's black, rather than body-color, license-plate brow; and tinted rather than sunscreen windows (which are a $645 option on the four-cylinder van). The standard wheel covers are attractive, and difficult to discern from alloy wheels at a distance of more than a few feet.

Both models feature sliding rear doors on both sides, and they open with minimal effort. The rear gate lifts just as easily, and features standard lamps that flood light on the pavement below.

The Voyager driver sits in front of a simple gauge cluster with a big speedometer in the center, fuel and water temperature gauges on either side, and warning lights lurking behind. Large, dark graphics on a white background make the instruments exceptionally easy to read. Radio and climate control buttons are concentrated in a center pod between the front seats. The switches feel reasonably sturdy and can be reached with minimal distraction from the task of driving. Large dash vents move lots of air.

The finish inside this minivan is not bad at all. The door panels are unadorned hard plastic, perfect for easy clean-up when smudged with mud or chocolate. The vinyl headrests look substandard, and the material around the backs and sides of the seats is only a small step up. Yet the seating surfaces are soft and plush. All panels and trim match nicely, and the cabin is lined throughout with decent grade of carpet.

The Value Equipment Voyager has only two adjustments on the front seats: fore-and-aft and recline. And its steering column is fixed. Nonetheless, even this most basic Voyager allows an excellent driving position for a wide range of body types, and the seats themselves are very good. They're wide enough to accommodate large folk, and cushy enough to be comfortable without feeling too soft.