But the fact always remained that Saturn’s products lacked both an American identity and Japanese reliability. It was like going for sushi at McDonald’s. Still, the brand ended up outliving Oldsmobile and ditching its oft-touted polymer construction.

Now that the growing pains are finished, the Astra is a last cog in Saturn’s catalogue of completely new vehicles. In fact, the Sky roadster, launched in 2006 as an ‘07, is the oldest vehicle in the company’s fleet.

But a lot has changed since Saturn was sicked on the imports. The power of the Internet now means knowledge of previously hidden European-only models isn’t exclusive to only the most well read enthusiasts. When the Astra was launched in Europe, North American consumers were stuck with the Ion. And we weren’t happy.

Now, instead of fighting the imports with American innovation, Saturn is battling back with a few imports of their own.

When I spoke to one of the engineers tasked with Americanizing the Astra, he made a point of mentioning their mandate was to change as little as possible. A few changes were expected: bumpers, fascias. Unexpected: oil pan heater, larger brake discs to support quieter brake pad friction material. Unchanged: everything else, including the European radio and interior layout.

Since this is an enthusiasts’ publication, I can’t feel right just recommending the Astra on style alone. Or can I? Looks are subjective, but from my point-of-view, the Civic looks too futuristic, Corolla too oatmeal, Focus too Happy Meal, Sentra too Ginza, Caliber too Lego and Mazda3 too sushi next to the Astra.

With the three-door model taking most of its cues from the swedgy Opel GTC Geneva concept, you’d think the roofline would cannibalize cargo space. It doesn’t. Because the car uses a torsion bar rear suspension — antique technology before even Dame Helen Mirren was born — the rear load floor is surprisingly low, and cargo space surprisingly large.

The Astra never suffers from a lack of ride comfort or handling over its peers, and the only complaint you’ll ever hear handling-wise is from stoplight racers with body piercings and noise violations.

But come on. This is an economy car. And a damn fine-handling one at that.

Between corners, there’s sufficient poke to crush eggs after grocery shopping. Now, if you decide to read other reviews on the car, the tester will probably say power from the 1.8-litre Ecotec 4-cylinder engine is merely adequate. Not so. It’s just as much as you’ll ever need, with a good torque spread and well-spaced gear ratios to chuff you along.

What I’d really like to see is a bit more crossover with the European engine options, considering in Germany alone there are around 12 different ones to choose from. I understand bringing high-performance turbocharged gas and diesel engines into Canada presents more hurdles than an Olympic track event. And I realize our new Astra is actually near the middle of its life in Europe.

But really. Offering a diesel in this country would instantly catapult the Astra to best-in-class and best sellers lists. In the land of stuff-we-don’t-get, the car can be optioned with a 1.9L CDTI Ecotec diesel, with 150 horsepower at 4,000 rpm and 236 lb-ft of torque from 2,000-2,750 rpm. Oh, and it’s rated at under 6 L/100 km on the combined cycle.

Although GM already has the Cobalt SS and HHR SS to vie for sport compact honours, an Astra Red Line would not only make more sense than both — but it’s already being built. Again: in Europe, under VXR guise.

I scooped up an Astra XE three-door for a jaunt into San Francisco, but quickly grew foul to the fact the car doesn’t sport an auxiliary input jack for the iPod Touch I’d just bought. When I spoke with the engineers they said the European radio has one space for an external input; in North America that slot goes to the OnStar system.

The marketing staff acknowledged the lack of an aux input is perceived as a shortcoming in the market, and they were investigating how to best integrate mp3 players.

Speaking of how to best integrate things into the cabin, it’s a great interior for people who don’t get dehydrated easily — there are a total of three cupholders, all of which are behind the driver. I don’t see that as a problem, mostly because I own a car without cupholders. But for those of you who can’t leave the house without clutching a Big Tim, you’ll have to seek drinking jollies elsewhere.

In the U.S., Saturn is running ads that ask: Eating in your car? Stop multi-tasking and start driving. Just something to rethink about.

Otherwise, the inside is very European in feel and look. Saturn retained most of the switches and controls, including a few new glyphs — like for the door locks — that aren’t familiar to many drivers. Unless it’s a rental, it shouldn’t be a problem.

Less in some areas means more in others, namely the impressive trip computer smack in the middle of the car’s dash. In lesser models, the information and screen is toned down a notch, but in XR trim with the top-grade stereo, it gets as advanced as a graphic equalizer! Just like 1985!

The final interesting feature — and class exclusive — is an optional dual-panel sunroof that lightens the interior, sports a large opening and features a sunshade.

Saturn is billing the three-door Astra as the upscale model, with the five-door as the entry-level product at just $17,900 for an XE sans A/C. The only three-door trim level is XR, for $21,225. Fully loaded, the three-door even comes with 18-inch rollers.

Those shopping for a small car should immediately take a look at the Astra. I’ve said before that it should make a big impact in Canada. It will. But moreover, strong sales may convince other manufacturers with impressive European and Japanese products to enter the Canadian market with previously unseen technologies.

And if GM bites the bullet and offers the Astra with a diesel, it’s the catalyst to a totally different small-car market. As it stands now, the Astra is a great car and hangs with the class leaders as the final chapter in Saturn’s product renaissance.

For the sequel, let’s see the automaker become a conduit for leading European designs and technology.