enthusiasts' radar screens. For 1996, the rather noisy engine has been refined

somewhat, reducing the noise levels to something approaching acceptable.

Two engines are available for the Saturn. The SL2 we drove, which is the sporty

model, comes standard with the 124-hp double-overhead cam 16-valve 4-cyl. The SL and

SL1 feature a 100-hp sohc version of the same engine.

Neither engine provides anything resembling compelling or spirited performance. We

prefer the 124-hp version on the general principle that more power is better than

less, especially when the cost differential is minor ($900 in this case). The engine

has proven quite reliable over the years. It won't get you around with verve, but it

will get you around.

Ride and handling are essentially unmemorable, which is not necessarily a bad

thing. The steering is reasonably tight and precise; the ride is neither harsh nor

soft. Although the car's handling is crisp and predictable, it doesn't coax the Mario

Andretti out of anyone's soul.

One area in which Saturn has been ahead of the curve is in offering traction

control, an uncommon feature for cars in this class. Although traction control is not

as critical on a front-drive car as on a twitchy rear-driver, it is a useful option

($785).

Saturn first offered traction control in 1993. If the front wheels start to spin,

the system modulates the engine power electronically to eliminate the problem. The

system is paired with the antilock brakes. Previously it was only available with an

automatic transmission, but this year it can be ordered with a manual transmission.

There is a switch to disengage the traction control on those occasions you may desire

some wheel spin, such as if you are stuck in deep snow.

A 5-speed manual transmission is standard on all models. A rather harsh 4-speed

automatic is available on all but the SL. You may select either performance or normal model. The shift points are firm. As you decelerate to a stop, you hear the gears change down, one by one.