Saturn Astra, 2008

Saturn Astra, 2008

 

Saturn announced the addition of the all-new 2008 Astra to its lineup, bringing a decidedly European flavor to the North American compact car market. It is packed with a wide range of standard equipment and safety features, and delivers sporty performance with very good fuel economy.

The Saturn Astra will be offered in three-door and five-door models, each underpinned by a taught, European-bred suspension that delivers a sharp, responsive driving experience. Power comes from a 1.8L Ecotec four-cylinder engine that is both energetic and economical, delivering 140 horsepower (104 kW) and good fuel economy.

The Astra will go on sale in the fourth quarter of this year. It is the fifth product in a complete revamp of Saturn's product lineup. In fact, when the Astra hits showrooms, the "oldest" vehicle in Saturn's portfolio will be the Sky roadster, which debuted in March 2006. Other new models include the all-new Aura sedan, the redesigned Vue compact crossover - including the Vue Green Line hybrid - and the Outlook crossover.

Product highlights
Saturn offers two trim levels (XE and XR) for five-door models, and a single trim (XR) in the three-door configuration, which was created with more enthusiastic drivers in mind.

The standard powertrain combination in all models is the 1.8L Ecotec DOHC four-cylinder engine, which is paired with a five-speed manual transmission. The Ecotec engine is enhanced with variable valve timing to optimize power output and fuel efficiency. A four-speed automatic transmission is optional on all models.

The Astra offers technologies to provide an agile, yet comfortable, driving experience. StabiliTrak electronic stability control system with traction control is standard on all three-door Astras, and available on five-door models. This system works in concert with the standard four-wheel, antilock disc brakes to help the driver maintain control during adverse road conditions or during sudden emergency driving situations.

An electro-hydraulic, rack-and-pinion steering system is standard on all models. It provides the solid, linear feel of a hydraulic power steering system, but improves fuel efficiency by operating the power steering pump only when necessary. The system has two available configurations: the standard 15:1 ratio on five-door models and a 14:1 Sport ratio (standard on the three-door; optional on five-doors).

Five-door Astras come with standard 16-inch wheels, but can be upgraded to 17-inch aluminum wheels. Three-door models come standard with 17-inch aluminum wheels, which can be upgraded to 18-inch aluminum wheels and performance tires.

Design details
The Astra has a clean, contemporary design that is infused with Saturn's signature styling cues, including a bold, bright grille bar with prominent Saturn logo. Both the three-door and five-door models are distinguished from their European relatives with unique front and rear fascias that conform to North American bumper standards.

Rear-end styling also features a bright trim bar, with large, wraparound taillamps and clear lenses. The center high-mounted stop lamp uses LED technology for fast and crisp illumination.

Proportions on both body styles suggest an enthusiastic driving experience, with the wheels pushed to the corners and subtle fender flares wrapped tightly around the tires for a tailored stance.

Interior design and features
Bold design, refinement and precise execution are the hallmarks of the Saturn Astra's interior, which envelops passengers in a contemporary environment that maximizes space and comfort. Details include a continuation of the exterior's center hood crease on to the center of the instrument panel, as well as a V-shaped center stack motif that also complements the design language of the exterior.

All models convey the Astra's sporting character through firm, well-supported seats and a thick, three-spoke steering wheel with rake and telescopic adjustments. Ahead of the steering wheel is a rounded cockpit binnacle that houses a large, three-dimensional gauge cluster - including large speedometer and tachometer dials. The sporty Astra three-door receives specific seats with more aggressive bolsters and lumbar support.

Saleen S7 Twin Turbo, 2005

Saleen S7 Twin Turbo, 2005

 

 

Saleen knows all about power. As in S281 Mustangs, N2O Focuses and the S7, America's first (and still the only) mid-engine exotic supercar. When it went on sale in 2002, the S7 was the only street-legal car in the U.S. with more than 500 horsepower and 500 lb-ft of torque. The media and S7 owners have raved about the car since it first smoked the rear tires in anger. And it has been recognized by numerous automotive magazines as the fastest production car in the world.
But during the past three years the automobile marketplace has witnessed an explosion of performance with models from manufacturers including Ferrari, Lamborghini, Mercedes-Benz, Porsche and Chevrolet touting power numbers above the once magic 500 level.
Saleen is not an organization content to rest on yesterday's 0-60 mph times or quarter-mile speeds. So for 2005 it's "goodbye S7" and "all hail the S7 Twin Turbo!"
This is the first major change to the S7 since its introduction, and it is a BIG change as in 750 horsepower and 700 lb-ft of torque, numbers the competition will be chasing for a long while we predict.

What's New for 2005
It was pretty obvious to Saleen product planners during the late 1990s that horsepower and torque numbers were trending upwards, especially among the purveyors of supercars. And power figures that looked spectacular at that time might seem quite ordinary a few years down the road. So Saleen engineers have been planning for this day since they drew the first line on a computer screen for the original S7's 7-liter engine.
While there are a number of different roads Saleen's engine designers could have traveled down to achieve those high-altitude horsepower and torque figures, for this second edition of the S7 they decided to think beyond atmospheric. And because this is Saleen, they added a double twist to a tried and true racing technique for boosting power and torque: twin turbos.
Aerodynamics has also come under scrutiny for 2005. Unless you place the new S7 Twin Turbo next to one of the original 2002 models, you probably won't notice that the 2005 version has a different diffuser/rear spoilerpackage and reshaped front fenders to enhance the S7s already sleek, swoopy and aerodynamic contours.
To complement the Twin Turbo's enhanced straight-line performance envelope The S7 chassis has also undergone a fair amount of tweaking. Virtually every suspension pickup point has been changed, and the suspension geometry has been modified for less squat and dive during acceleration and braking.

Engine & Drivetrain
Designed by Saleen engineers, the S7's engine and drivetrain incorporate the latest in modern racing technology. The new all-aluminum V8 engine casting was engineered and tooled by Saleen to displace seven liters. Redline is 6500 rpm. Space age materials and engineering are used throughout, including stainless steel valves, titanium retainers, beryllium exhaust valve seats, an aluminum throttle body, Saleendesigned aluminum CNC-machined cylinder heads and stainless steel exhaust system.
An exclusive Saleen-designed Front Engine Accessory Drive (FEAD) system results in an extremely compact engine, allowing for better packaging and overall weight distribution. The V8 incorporates a unique Saleen-designed side-mounted water pump, a belt-driven camshaft drive and a Saleen-engineered dry sump oil delivery system.
The engine's mid-chassis placement optimizes weight distribution and center of gravity, making room for an unusually tall engine that allows for a very efficient induction system. Air enters a roof intake, passes through a 90-mm mass air meter and feeds into a carbon fiber plenum. From the plenum the air is routed to the twin ball bearing turbos, is pressurized to 5.5 psi max and then passes through an oval-bore throttle body into an aluminum intake manifold with eight individual runners.
To feed juice to this setup, the injection system includes dual electric fuel pumps and high-capacity, return-less, 52 lb/hr fuel injectors.
Neatly engineered and integrated into the S7's stainless steel, dual, high-flow exhaust system are two, twin-ball-bearing, water-cooled Saleen-Garrett turbos, featuring 44-mm wastegates.
The four exhaust pipes from each bank of cylinders merge into a race-car-like high-efficiency collector. In addition, the exhaust incorporates dual catalysts per cylinder bank, EGR and those aforementioned twin wastegates. And because Saleen believes in power and clean air, the emission control system features dual, heated oxygen sensors per cylinder bank and a high-volume evaporative emission system along with those four catalysts. Oh, and for good measure and clean air, the system is OBD-II compliant.
When Saleen's engineers originally laid out the architecture of the S7's 7-liter V8, they purposely over designed all the major components because they knew the car would be raced, and they were also planning ahead for future increased street performance. So one of the few internal changes to the twin-turbo engine is a swap from hydraulic to solid lifters. This change allows the engine to rev higher and "harder." Solid lifers don't "pump up" and "float" like hydraulic lifters can at high rpm, and they also allow more aggressive cam profiles, which results in more horsepower at the top end. As with the previous hydraulic tappets, the valves are actuated by low-friction roller rockers.
As is typical with turbocharged engines, the compression ratio has been lowered. It drops from a very high 12.0:1 in the previous naturally aspirated V8 to a still high 11.0:1. And for increased durability, Saleen engineers also added oil squirters to cool the undersides of the pistons.
A Saleen PowerFlashTM performance computer, recalibrated for 2005, handles engine management. The ignition system is integrated coil-on-plug.
A new-generation six-speed transaxle, with a unique Saleen bell housing, transfers power to the wheels. The clutch is an organic/metallic 8.0-inch, twin-plate unit with hydraulic actuation.
And if you need any more proof of how Saleen engineers sweat the details, the stroke of the already short-stroke shifter has been furthered shortened for improved shifting feel. Say that five times fast, once for each gear change!

Chassis, Suspension & Brakes
The S7 chassis and suspension incorporate decades of Saleen's experience in racing, racecar construction and high-performance road car manufacturing. The Saleen S7 architecture begins with a space frame chassis to which honeycomb composite reinforcing is grafted. The body is structural, aerospace-quality, autoclave carbon fiber.
Suspension is via fully independent unequal-length double wishbones with coilover springs, lightweight aluminum dampers (shock absorbers) and stabilizer (anti-roll) bars front and rear. The uprights at each corner are CNC machined billet aluminum, flow-through designs that use air to help cool the bearings.
A major improvement in ride is achieved for 2005 with the use of coil springs that are a dual-stage design. The first spring has a lower rate than the single springs fitted to the current S7, resulting in softer ride during normal street driving. But if you remember your history, you know that the S7 is a flat-bottom, downforce car. The faster you go, the more downforce the S7 develops. In the case of the S7's new dual-stage springs, the second stiffer spring starts coming into play at around 100 mph when the car begins to develop serious downforce.
Chassis tuning also includes revised shock valving front and rear. Saleen-engineered Brembo-supplied lightweight aluminum six-piston mono-block calipers are fitted front and rear.
The brakes are among the largest of any production car with 15-inch vented discs up front and 14-inch vented discs at the rear.
The Saleen-designed forged alloy wheels feature center locking wheel nuts with automatic safety locks. Sizes are 19 x 9.5 inches up front and 20 x 12 inches at the rear.
Geometry changes, along with new tires, result in about a 30 percent increase in mechanical grip... which is substantial. In a seeming contradiction to current performance tire practice, the 2005 S7 Twin Turbo is fitted with "taller" tires, 275/35R19s up front and 335/30R20s at the rear, replacing the 275/30R19s and 345/25R20s fitted to the normally aspirated S7. While the Michelin Pilot Sport PS2 tires have higher aspect ratios, they also lay tire patches that are nearly an inch wider up front and almost 1.5 inches wider at the rear.