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Report: Saturn owners offered $2,000 to stick with GM products

After its decision to euthanize Oldsmobile, General Motors knows exactly what happens when it mothballs one of its brands: GM loses market share to the competition. The General is trying to stop history from repeating itself with Saturn customers by offering $2,000 on the hood of every car and crossover donning the ringed planet badge. Automotive News says the offer actually started on February 2 and runs until the end of March. To be eligible for the $2,000 bounty Saturn owners must have leased or purchased their Saturn at least six months ago. Interestingly, those owners don't even have to turn in their Saturn to be eligible for the cash.
AN reports that research company R.L. Polk says even before Saturn went on the endangered species list, it lagged other GM nameplates in the all-important aspect of customer retention. The mass exodus from Saturn loyalty predictably intensified at the end of 2008 as customers became anxious over the future of the brand. For its part, GM insists that all Saturn warranties will be upheld and customers looking for service can still go to a GMC, Chevy, Buick or Cadillac dealership.
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Junkyard Gem: 1996 Saturn SC1

Before the Saturn marque got locked into a downward spiral of muddled brand image and billion-dollar Opel badge engineering, American car shoppers loved Saturns' plastic bodies and fixed-price buying experience. The original SC coupe looked a bit like the Isuzu-built Geo Storm but was a Michigan design and had a smaller price tag, and it sold well. Here's a final-model-year first-generation SC1, languishing in a Denver-area wrecking yard with nearly 300k on the clock. Saturn S-Series cars were simple machines, and many examples held together for the long haul. This one reached the kind of mileage figure you'd expect to see on a Camry or Civic from the same era. I'm not quite sure what's going on here, but I suspect that the car's final owner performed a bit of spray-foam-and-Bondo bodywork when the rear plastic body panels got munched in a crash. The twin-cam Saturn engines made respectable power, but this car has the 100-horse single-cam under the hood. The car weighed a mere 2,282 pounds, though, so it had about the same power-to-weight ratio as the slightly heavier Honda Del Sol, with a much lower price tag ($12,195 for the SC1 versus $15,250 for the Del Sol). With a manual transmission, which this car has, the SC1 was a lot more fun to drive than most frugal commuter cars of its era. It's no Saturn Ion Redline (an example of which I found nearby in the very same wrecking yard), but still an interesting chapter from the tale of the rise and fall of Saturn. When you want a two-door with some spunk, sleep on it first. Yeah, we're puzzled by this ad, too. Featured Gallery Junked 1996 Saturn SC1 View 14 Photos Auto News Saturn Automotive History Coupe

303 Deaths Tied To Airbag Non-Deployment In 2 General Motors' Cars

At least 303 motorists died in car accidents after their airbags didn't deploy in now-recalled General Motors vehicles, according to a study released late last night. The Center for Auto Safety, a non-profit automotive watchdog, reviewed data from the Fatality Analysis Reporting System, and counted deaths involving the Chevrolet Cobalt and Saturn Ion, two vehicles at the heart of several ongoing investigations, to reach its conclusion. If the airbag non-deployments were the result of a faulty ignition switch that inadvertently turns them off, the death toll would be the largest in automotive history attributed to a single defect, surpassing the 250 deaths investigators linked to defective Firestone Tires more than a decade ago. The rising death toll would further amplify questions about why GM and federal safety regulators at the National Highway Traffic Safety Administration didn't act sooner to correct the problem. Safety advocates have said both GM and NHTSA failed to act in a timely fashion to alert motorists of the dangers posed by the dangerous defect, of which documents GM had knowledge of as early as 2001 and NHTSA knew about in 2007. "The question today for NHTSA is how so many ... death reports without an airbag deployment and so many FARS deaths without an airbag deployment failed to trigger an investigation," wrote Clarence Ditlow, the executive director of the Center for Auto Safety. "... For the people who died or were seriously injured in crashes, the answer comes too late." GM has acknowledged 13 deaths related to the problem, and says the number cited by the Center for Auto Safety study is "speculation." The review of FARS data, conducted by Friedman Research at the request of the Center for Auto Safety, looked at fatal cases in which airbags did not deploy but did not analyze the causes of the crashes. FARS information is raw data submitted to a national database by state and local authorities when fatal accidents occur. Last month, GM recalled 1.37 million cars in the U.S. because a faulty ignition switch had been inadvertently moving from the "run" position to the "accessory" position, turning off engines and systems that provide power to airbags. "Shame is not a strong enough word," said Lou Lombardo, the founder of Care for Crash Victims, another safety-minded nonprofit that advocates for accident victims. The results of the CAS study were first reported by the New York Times.