Second-hand: Oldsmobile Aurora
Radically different Oldsmobile ended up as the brand's epitaph.

Mark Toljagic

"Not your father's Oldsmobile" may have been a memorable advertising tag, but it also served, inadvertently, as Olds' epitaph.

In trying to appeal to younger buyers, the slogan poked fun at Oldsmobile's doddering image.
But it ended up reinforcing it.

In his multi-billion-dollar Centennial Plan to develop new models with import shoppers in mind, John Rock,
Oldsmobile's general manager, made sure his first product was unencumbered by the Olds nameplate.
When the Aurora arrived in early 1994 as a '95 model, "Oldsmobile" was nowhere to be found on its body.

Except for its engine and radio, the Aurora was all new from the ground up. Available only as a front-drive,
four-door sedan, it was artfully designed to look like nothing else in the firm's vast fleet
(GM having been stung by the "badge engineering" criticism too many times).

Another distinction was its 25-Hz platform, a measure of its unusual stiffness equal to a Mercedes E-Class in a larger,
unibody format. GM specified a one-piece floorpan, hydroformed components and fewer welds to preserve rigidity.

To this superstructure engineers bolted the suspension and powertrain, cradled in their own subframes, further isolating
vibration sources from the cabin. It was critical stuff if Aurora was going after Lexus-like refinement.

The lone engine choice was an all-aluminum 4.0-litre DOHC V8, making 250 hp and 260 lb.-ft. of torque.
Four-wheel anti-lock disc brakes and switchable traction control were also standard.

The cabin was a stylized cocoon for four to five adults, although it was hardly as spacious as its exterior
dimensions suggested.

"I'm 6-foot-2 and I drive with the seat all the way back and the backrest tilted back at about 35 degrees and my hair
still brushes the roof," blogged one owner.

The second-generation Aurora was unveiled in spring 2000 as a 2001 model. To cut costs, the new model shared
its platform with the Buick LeSabre and Pontiac Bonneville, gaining more interior space in a smaller outward package.

A 3.5-litre V6 was offered as the base engine, in addition to the V8, making 215 hp and 234 lb.-ft of torque.
The only transmission remained the four-speed automatic.

GM announced its intention to deep-six Oldsmobile soon after, and the Aurora never really benefited from further improvements.
The V6 motor disappeared in 2003 – the Aurora's final model year.

The original V8-powered Aurora was relatively light on its feet, taking 7.4 seconds to reach 96 km/h.
The second-generation car was no quicker, although it lost some 75 kg.
Add one second for the V6-powered model (which uses regular fuel, while the V8 demands premium).

Thanks to its stiff platform, the Aurora isolated its driver and passengers extremely well – maybe better than the
engineers intended.

Despite the speed-sensitive power steering, they weren't able to completely exorcise that telltale GM numbness
at the wheel. However, it was weighty and well centred.

The suspension was taut, with a lot of roll stiffness baked in.
Unfortunately, rough roads translated into harsh motions at times.
At least the ride was Cadillac-quiet.

To a GM loyalist, the Aurora was one of the best-driving cars ever.
To an Acura or BMW purist, though, the car had missed its target.

"I just picked up this car at an auction last week. The car sat and idled so smooth. The a/c was ice cold. I could find
nothing wrong with it," blogged the owner of a '95 model. "It has 495,000 km on it."

Many Aurora owners are likewise delighted, not only for the car's build quality, but also for its styling, performance,
economy (9.0 L/100 km from a V8) and luxury features.

But as is sometimes the case with GM vehicles, the ownership experiences can be inconsistent.
For every owner that swears by it, another swears at it.

Among the costly repairs reported are cracked and leaking Northstar engine blocks, broken transmissions
and failed air conditioners.

Owners also noted weepy water and power steering pumps, sometimes at a relatively young age.
Entire steering columns have been replaced, along with defunct alternators, bad ignition switches
and window regulators.

Repair costs are higher than average due to poor engine access, owners noted.

On the positive side, Oldsmobile's demise means Auroras have suffered steep depreciation
 – much to the glee of used-car shoppers.

Who says funerals have to be sad?