This is a handsome interpretation of the W-Car theme. There's a lot
of Aurora in the Intrigue's quietly muscular exterior, and the twin openings
below the reflector headlamps lend extra character to the front end.
The exterior is devoid of brightwork and badging, the 16-inch wheels
fill the wheelwells and the car's proportions disguise its substantial
size: 7.1 inches longer and 3.5 inches wider than the new Camry.
Although the front-drive chassis is an evolutionary development of the
Cutlass Supreme GM-10 platform, it's been reworked from end to end to improve
rigidity, a new--and significant--engineering priority at GM. The Intrigue
also seems to indicate that GM is learning how to increase rigidity without
a corresponding increase in bulk. Its chassis registers 22.4 Hz on the
bending scale, and nearly as high in torsional rigidity.
According to Olds, that's stiffer than either the Nissan Maxima--the
basic development target--or the new Toyota Camry, and on a par with the
Ford Taurus and Mercury Sable. At 3455 pounds, the Intrigue is no wraith,
and it's substantially heavier than its Japanese rivals, but, significantly,
doesn't feel as heavy as it is.
Beyond durability and noise isolation issues, chassis rigidity is the
cornerstone of good vehicle dynamics. Since the suspension components don't
have to compensate for chassis flex, it's easier to achieve the desired
blend of ride and handling traits.
In the Intrigue, that blend seems to be right on the money, and distinctly
European in character--firm, but devoid of harshness. The Intrigue's all-strut
suspension is typically American in design, and it yields a handling trait
(progressive understeer) that's universal among U.S. mainstream front-drive
sedans. Understeer describes a vehicle's resistance to turning into a corner,
and it invariably increases as a function of speed. It's favored by handling
engineers because it's wholly predictable, and easy for a driver to correct:
you simply slow down.
But Olds has added some subtle tweaks that lend an extra measure of
precision and pleasure to the Intrigue driving experience. The stuts, for
example, have four-stage valving with integrated rebound springs and fade-resistant
synthetic oil. As a result, the Intrigue's suspension is able to keep pace
with pavement oscillations, which in turn keeps the tires in constant contact
with the road.
Steering--GM's new magnetic variable assist rack and pinion system--is
another pleasant surprise. Olds has added a splined intermediate shaft
that eliminates the subtle play associated with u-joints, yielding good
on-center feel and better-than-average precision.
Brakes are disc all-around, with bigger (by 25 mm) front rotors in our
test car's optional Autobahn package, which also includes H-rated 225/60
tires and a top speed potential of 128 mph, versus 107 for the basic Intrigue.
Like most GM cars, ABS is standard equipment, and pedal feel is firmer
than previous examples of GM antilock systems.
The Intrigue is big by mid-size standards, and there's corresponding
roominess inside. Front leg room, augmented by extended seat travel, is
abundant, and there's plenty of space for two adults in the rear, though
the center position might not be quite as comfortable for a third. Rear
seat space is disguised by the long seat cushions, which provide exceptional
thigh support, but the Intrigue beats the Camry for rear seat legroom by
1.4 inches.
Trunk space is vast--plenty of room for golf bags, or mass quantitites
of luggage--and it's easy to get at.
Driver sightlines from the nicely contoured--and nicely adjustable--front
bucket seat are excellent, thanks to plenty of glass and the low height
of the instrument cowling. The analog tachometer and speedometer are separated
by an illuminated PRNDL repeater for the transmission, and the steering
wheel hub has auxiliary switches for the cruise control and, on our test
car, sound system, though not as attractively integrated as in the Aurora.
Like the new Chevy Malibu and Olds Cutlass, the Intrigue's ignition
switch is on the dashboard, eliminating the neck-craning and fumbling associated
with column locks. Similarly, the location of the emergency flasher and
main cruise control switches, stacked to the right of the instrument nacelle,
is ideal--easy to find, easy to reach.
The inside color scheme of our test car--a subdued contrast of taupe
and cream, miraculously devoid of woodgrain--looked like something from
the cover of an interior design catalogue, and was very tasty indeed.
Intrigues come well equipped. The basic car includes air conditioning,
AM/FM/cassette audio, and power windows, mirrors and locks for a base price
of about $22,000. GL models, which will start at about $23,500, include
leather, dual automatic climate controls and even more audio--a Delco/Bose
AM/FM/cassette system with an in-dash CD player.
Although Olds had not announced final pricing at press time, with the
Autobahn package our test car added up to about $24,500. With a sunroof
and other extras, the line will probably top out at about $26,000.
The sum of all the chassis and suspension work is handling that measures
up very well against the development targets. The Intrigue has a bit more
grip than a Camry LE or Maxima GXE, stops a bit shorter and changes directions
without drama.
Inevitably, quick transitions produce a fair amount of body roll, and
with the Intrigue's relatively high curb weight, that entails more weight
transfer than you'll encounter in a Camry or Maxima. But these motions
are nicely controlled; leave the dramamine at home.
Power is supplied by GM's ubiquitous 3800 Series II V6 (a new 3.5-liter
dohc 24-valve V6 is due next year), allied with a four-speed Hydramatic
automatic. The supercharged version of this engine isn't offered, but unless
you're in a real hurry, the normally aspirated edition gets the job done
very nicely, and without much noise.
The pushrod 3800 V6 lacks the top end zeal of overhead cam designs--the
Camry V6 takes the prize in this department--but with its extra displacement
the 3800 generates torque that's close to tugboat territory, and torque
is what most of us employ in most of our driving.
There's enough of it here to hustle the Intrigue to 60 mph a wink quicker
than the Maxima and Camry automatics, and, like virtually all GM automatics,
shift quality is close to seamless.