Its driving dynamics were a far cry better than the LS too, due to its Epsilon architecture shared with the Saab 9-3. It's no
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| The L200 and L300 further distance themselves from their Saturn siblings when it comes to driving dynamics. (Photo: General Motors of Canada) |
9-3, however, so don't put its potential on too high a pedestal as you'll surely be disappointed after a test drive. I remember liking the 2003 model I tested, mind you, appreciating the "comfortable and smooth" fully independent suspension. In the review I mentioned that "the L200's steering felt a little vague, especially during emergency lane changes where it produced more body roll than I personally like - a characteristic that has the habit of upsetting the chassis. That said if kept to reasonable speeds it will do most of what it's called to do."
Rather than repeat the entire 2003 L200 review, which you are welcome to peruse for yourself, suffice it to that say Saturn picked
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| While there was some initial interest in the L-Series, it really didn't take off like Saturn had anticipated. (Photo: General Motors of Canada) |
up its game for what was at that time its flagship car. It wasn't going to pull any Accord or Camry buyers away from their brands as Saturn execs had initially hoped, but it might have picked up the odd disenfranchised Kia or Hyundai owner while server as a worthy trade-up from an SL or ION.
For a little history, the L-Series first came on the auto scene in 1999 as a 2000 model, Saturn's millennial answer to the heated midsize market segment. While at first there seemed to be some interest, at least among automotive magazines, it really didn't take off like Saturn had anticipated.
