Saturns and Mazda Miatas are unique among small, affordable cars in that they both come with built-in support groups.  Just like the owners of British sports cars and classic muscle cars are eager to get together and show their support for their cars, Saturn owners have congregated at the Tennessee plant in a well-publicized outpouring of love for GM’s youngest division.  So what does this say about the cars themselves?  Not a thing, actually.  Saturn’s fantastic dealer network and eager supporters usually get all of the press.

What’s behind all of the hype and emotion is a decent little car.  Not outstanding, but not the worst of the bunch, either.  The smaller of Saturn’s two body styles, the S-Series, features an update in for 2000 which incorporates suggestions from Saturn customers and ensures that the small coupe and sedan can keep up with the market.

The SL2′s shovel-nosed, slab-sided styling has always managed to stand out from the crowd among compact cars.  It’s hard for a car to look both conservative and unique, btu the Saturn pulls it off.  Up front, crystal headlamps flank a vee’d nose.  The pattern continues up the hood, making it look longer than it is.  Plain hubcaps or equally plain aluminum wheels are available.  The new taillight treatment is also attractive, with bright yellow turn signals added to Saturn’s familiar rounded tail.  An optional spoiler topped the trunk of our test car, adding a touch of sportiness to the little sedan.  And of course, should you ever find reason to be annoyed with your Saturn, feel free to kick it–the front fenders and doors are made of dent-proof plastic.  We doubt that the friendly SL2 will ever give you cause to resort to violence, however.

As passengers drop into the Saturn they’ll notice just that–the drop.  The SL2 seems somehow closer to the ground than the average car.  It’s almost like lowering oneself into a race car.  The feeling of lowness is accentuated by an uncomfortably high cowl and beltline, which compromise rear visibility slightly and give the driver a “bathtub” feeling.  Our other gripes with the interior focused on the console, which in our test car was loose and looked like a refugee from the Chevrolet Cavalier parts bin.  Not a good thing.  The design of the radio and air conditioning controls is new for 2000, but the new design is less user-friendly than the old one.  The buttons are smaller, too.  But there are positive things to say about life inside the SL2, also.  Those seats, while low, are comfortable.

The 1.9 liter four makes 124 horsepower.  Keep it at lower revs and it’s fine; stomp on the gas and the automatic-equipped SL2 responds with a belated, noisy downshift.  Manual transmissions are a little more responsive.  Neither is going to please hard-core car people, but then no one ever pretended that it would.  Saturns are more about making friends than racing.  The SL2 does its best work in town; congested traffic is often where small cars shine.  The view out isn’t quite as good as in the taller Ford Focus or Toyota ECHO, but the Saturn is easy to handle in traffic.  As the road widens and things begin to move a little faster, the SL2 complains a little.

We did note an unusually wide turning circle.  The SL2 had trouble making U-turns that we’ve made without hassle in larger cars.  Most other handling chores produced no problems.  Despite the questionable visibility to the rear quarters, the SL2 inspires confidence in traffic.  Oddly enough, we liked the Saturn S-Series more than we did the larger and more luxurious Saturn L-Series, both in town and on the freeway.  The smaller car is more confident when it comes to stopping and turning, and seems to enjoy life more.

As a whole, the car falls mid-pack when compared to other small cars.  Saturn’s commitment to customer satisfaction is what puts many owners behind the wheel.  No-haggle pricing keeps the buying experience relatively pressure-free.  Also keeping things friendly are Saturn’s prices.  The Saturn SL2 starts at $13,755 for the sedan we drove, which is wallet-friendly Kia territory.  Unlike the Korean car, however, air conditioning and an automatic transimssion are standard at that price.  Our test car also featured a luxury package with alloy wheels, remote locks, the rear spoiler, ABS and traction control, and a leather interior, and was a good reminder for the budget-conscious to keep an eye on the options in the Saturn–thus outfitted our test car retailed for $18,550, which priced it on par with some much, much nicer cars.

Keep the options light, however, and the Saturn SL2 makes a great alternative to an inexpensive new or lightly-used car.  And it offers something most of the other bargain-basement cars don’t either; a chance to feel special about your car.  Just ask all those other Saturn owners.

Specifications:
All specs are for the 2000 Saturn SL2 with automatic transmssion, which we tested.
Length:     178.1 in.
Width:        75.7 in.
Height:        55.0 in
Wheelbase:    102.4 in.
Cargo space:    12.1 cu ft
Base price:    $13,755
Price as tested: $18,550
Engine:     1.9 liter SOHC inline four
Drivetrain:     four-speed automatic, front-wheel drive
Horsepower:     124 @ 5600 rpm
Torque:     122 @ 4800 rpm
Fuel capacity:    12.1 gallons
Est. mileage:    25/36

6/2009 update: Saturns continue to inspire the love and loyalty of their owners.  They also continue to be average-to-mediocre cars.  They’ll run reliably enough, though, and that’s what matters in the end to many buyers.  Oh, and those plastic fenders may be dent-resistant, but they certainly aren’t shy about shattering!