have we any AURA owners here?

I sell 'em, and drive then every day if that helps. Everybody that has bought one loves it, however, to be honest, not for those who are height challenged and I have lost out to Camry due to the enormous headrests on the rear seat which greatly inhibit rear window visibility, the side mirrors cold be slightly longer too. Other than that, what a great car, as I say, people seem to love it.

On Tue, 28 Aug 2007 16:30:08 -0700, mack wrote:

I looked inside one this morning at the dealership. I was wondering how good they were myself.

This is what CR says about it: ( I hope it doesn't wrap the lines in some unreadable fashion.) CR isn't keen on it, but OTOH they didn't like the SL2 and I'm still driving one.

Road Test Tested model: 2007 XE sedan, 3.5-liter V6, 4-speed automatic Tested tires: Hankook Optimo H725A, size P225/50R17 93S While it's an improvement over the Pontiac G6 and Chevrolet Malibu with which it shares its platform, the Aura does not measure up to the best family sedans. The quick XR has a bigger V6 and six-speed automatic that gets the same fuel economy as the smaller V6 with a four-speed automatic in the XE. Both have responsive handling, but the XE has an absorbent ride while the XR's ride is stiff. Emergency handling could be better despite the XR's standard stability control. Fit and finish is marred by some details.

THE DRIVING EXPERIENCE The XE rides better than the XR and absorbs bumps without undue body motions. The XR is jittery and transmits harsh bumps into the cabin. Both engines are quiet and wind noise is suppressed, but some suspension noise is evident. Both versions are nimble, and the XE has responsive and well-weighted steering. The XR has heavier steering with less body lean. Both have a wide 42-foot turning circle and the XR's steering requires a lot of effort to park. Both cars slid their tails too easily at their limits and the XR's standard stability control intervened too late. Both engines accelerate well, although the 224-hp, 3.5-liter V6 in the XE is not as quick or refined as the 252-hp, 3.6-liter V6 in the XR, which had easily provoked torque steer and wheelspin. Expect 20 mpg overall for both. The four-speed transmission in the XE isn't as responsive or as smooth as the six-speed in the XR. Braking performance was very good, but wet stops were a bit long. Headlight performance was good.

INSIDE THE CABIN The interior is nice but has some second-rate details. The Aura's cabin is plagued with miscues, such as the poor fitting, sharp-edged seatback trim and the odd omission of over-the-door assist grips. The dash top is nicely padded and switchgear is rubberized, but the console feels flimsy. The telescopic steering wheel and optional power adjustable pedals helped drivers get comfortable. Head and leg room are good, but the wide center console takes up knee room. Most found the shoulder belt anchors too low even at their highest position. The wide rear head restraints and roof pillars hinder rear visibility. The front seats are supportive and comfortable, but some found the XE's cloth seats too firm on long trips. The lumbar adjustment is hard to reach. The rear seat is roomy, but its hard, flat cushion is too low to provide sufficient support. The XR model has wireless headphones and rear-seat audio controls, rare on a family sedan. Front access is easy, but the sloping roof hinders rear access. Most controls and gauges are user-friendly. The automatic climate system on the XR works well, but the center-vent shutoff on both cars failed to work. Cabin storage is modest. The nicely trimmed trunk can be expanded by folding the 60/40-split seats using the straps inside the car.

SAFETY NOTES Seatback-mounted side-impact air bags and curtain head-protection air bags, extending to protect outboard occupants in both rows in side impacts, are both standard. They supplement required front air bags and three-point belts in all seats. The front seatbelts have adjustable upper anchors to help get a comfortable and safe fit, and are equipped with pretensioners to help reduce belt slack in the event of a crash. Rear outboard belts have comfort guides to better position the shoulder portion of those belts for small adults or children who have outgrown child restraints. Optional power-adjustable pedals can help drivers maintain a good reach to the pedals and safe distance from the steering wheel. There are adjustable, locking head restraints in the front and rear outboard seats that are tall enough even when lowered to reduce rearward head travel and whiplash injury. The rear center seat lacks a head restraint. Daytime running lights are standard. Driving with kids: It may prove difficult to get a secure fit for rear-facing infant seats in the rear center seat when installed using the seatbelts. They should prove secure with LATCH. Front-facing seats and rear-facing convertible seats should also prove secure. There are three top-tether anchors on the rear parcel shelf and three sets of LATCH anchors in the rear seat. The center LATCH anchors are offset into the left rear seat, preventing using that seat if there is a LATCH seat in the center; the owner's manual restricts the number of LATCH seats installed in the rear to two and also restricts other occupants when LATCH seats are used, since access to seatbelts can be hindered.

RELIABILTY We do not have data to predict reliability, this model is new.

The XR has heavier steering with less body lean.

Doggone....that about kills it for me. I swore when I rented a Buick Le Sabre once that I would never own one, due to its turning radius, which was akin to a small battleship. Why a 42 foot turning circle for a medium size car? My 2003 Avalon is only 37 feet, and it's considered a large car.

Thanks for the input, gentlemen!

Like all previous SATURN cars- I just wonder what epidemic, costly manufacturing flaws is Saturn Corp hiding from its customers?!

Flaws that usually show up after the warranty expires!

Never buy ANY Saturn (new or used) unless you are armed with an ironclad, extended warranty!

The Avalon doesn't have the 112.3" wheelbase of the Aura, which is only 1.8 inches off the Ford Crown Victoria; a car 2 feet longer overall. I can say for certain and from personal experience you wish that Avalon rode like My Aura XR. The turning radius of 40' has never been an issue in the likes of typical U turn in my track of homes or on the public streets.