Scoop! 2010 Volkswagen Golf R Series Turbo Coming to America - Car News

It’s no secret that we love the Volkswagen GTI—it's a three-time reigning recipient of a 10Best Cars award, after all. But even the 210 hp of the upcoming sixth-generation 2010 replacement model leave the GTI at a distinct power disadvantage in its class.

In the recent past, VW’s answer for power junkies has been the R32—a GTI with a 3.2-liter V-6 shoehorned into its engine compartment. Heavier than the GTI and equipped with all-wheel drive, the R32 failed to deliver significant performance improvements despite its 250-hp rating. We liked it, but were disappointed by the marginal performance benefits over the base GTI.

Six Becomes Four—Plus a Turbo

Meet the new R-series Golf. It will feature basically the same direct-injection 2.0-liter turbocharged gasoline engine that you find in the GTI, tuned to an impressive 270 hp. Power will be transmitted to all wheels. Zero-to-60 times should be in the low- to mid-fives, and while the regular GTI tops out at a drag-limited 149 mph, the new R version will hit its governor at 155, with a theoretical top speed 10 mph or so higher.

Unlike the R32, the new R model will offer performance greater than the GTI’s, with the slightly increased weight and resistance of the AWD system easily offset by the leap in power and torque. We expect a choice of manual and dual-clutch transmissions, each with six forward ratios.

Essentially, the Golf R features the Audi S3’s powertrain. We have driven that car extensively; think WRX performance combined with Audi refinement. It’s worth noting that the new Golf MkVI, upon which this R version will be based, is more sophisticated than the Audi A3/S3.

The exterior of what we believe will be called R20 Turbo is distinguished from the GTI by an even more aggressive front spoiler, complete with three distinct air intakes, a more aggressive rear spoiler, and two center-exit exhaust pipes. Three doors will be standard, but VW will most likely also offer a five-door variation. Our artist’s renderings show a possible look for the three-door R20.

It’s Coming Here!

This ultimate Golf will go on sale in Germany in late 2009, and after some internal back and forth, VW has decided to offer the R model in America.

VW will first show the R-series Golf on May 21 at the ADAC 24-hour race at the Nürburgring Nordschleife. Volkswagen will also launch an R version of the sporty, Golf-based Scirocco. Equipped with the same engine as the R20, it will be front-wheel-drive. Torque steer will be managed by an electronic differential VW calls XDS—and a prayer.

So far, no Scirocco is slated for a U.S. launch. But the Golf R is, and we couldn’t be more excited.

Source: Car and Driver

Tribute Hybrid Needs More ‘Zoom-Zoom’ to Make it Memorable

If the 2009 Mazda Tribute Hybrid looks familiar, it’s with good reason. You see, it’s basically a Ford Escape with a bit of Mazda-flavored accessorizing. Moms know that accessories can make the outfit.

This hybrid SUV gets the job done quietly and smoothly, and I don’t really have a negative thing to say about it. That’s not to say that my family and I fell in love with it; the Tribute Hybrid lacks that bit of flair or personality that makes a car memorable. I enjoyed my time in the Tribute Hybrid even when Mother Nature made the unthinkable happen: It rained in L.A. The Tribute Hybrid was there for me and mine, so we weathered the storm with no excitement whatsoever.

Even the two-wheel-drive version of the Tribute Hybrid handled the bad weather beautifully. Slick and muddy roads were no problem, and the Tribute Hybrid’s higher ground clearance was helpful in getting the kids to school when the local roads started to flood. The hybrid engine took on hills and freeway merges with surprising speed. I’m a speedy kind of girl, and the Tribute was right there with me. There was less roll in the curves than I expected. The more I drove it, the more confident I felt.

So far, the Tribute Hybrid is a limited production model that’s only available in California. The regular Tribute has the same exterior and interior as the Tribute Hybrid. While the Tribute Hybrid is Mazda’s first gas-electric hybrid vehicle, the company plans to build more hybrids in the near future.

Exterior Features:

While there’s virtually no difference mechanically between the Tribute Hybrid and its Escape Hybrid sibling, Mazda did change the Tribute Hybrid’s look to give it some “zoom-zoom.” The front grille has Mazda’s five-point shape and some extra chrome. The halogen headlights are angled. When they’re paired with the grille, it makes the Tribute look like it’s smiling. It’s completely inoffensive, if that makes sense. The Tribute Hybrid just wants to mind its own business and take care of yours; it’s not trying to make a statement or step on anyone’s toes.

Lucky for us, the Tribute Hybrid doesn’t just look friendly, it is friendly. The doors aren’t too heavy and opened easily for little hands, and there’s a flat step-in for little folks to use when they climb in.

Thanks to the remote keyless entry, there’s no fumbling for keys to unlock the doors. The liftgate sits high enough when opened that I never had to worry about hitting my head on it. Of course, that could have made pulling it closed a bit of a stretch, but a grab handle made it easy and kept my hands from getting dirty. The rear hatch window opened separately from the liftgate, so you could access the cargo space without opening up the whole thing. See? Friendly.

Interior Features:

The inside of the Mazda Tribute Hybrid is clean and functional. The beige-colored, pebble-textured leather seats hid the inevitable dirt and grime that my family tracked in, and the seat heaters are a gift on a rainy day. With a six-way power adjustable driver’s seat, I found a perfect, comfy position. The interior’s glossy black plastic trim provided a bit of shine to an otherwise drab interior.

My test car had a six-disc CD changer, but it didn’t have a navigation system. Without the big nav screen, all the audio and climate controls are viewed in two small screens. I was able to get all the information I needed, even outside temperature and compass directions, on the smaller screens. Below the instrument stack, there’s a texturized rubber tray that was a great place to stash a cell phone or an iPod. The decent-sized center console had removable bins to keep bigger items organized, too. Those bins lift out and slide into a special slot next to the passenger seat, so there are multiple ways to keep your gear, snacks or trash contained.

A big power moonroof lets in lots of light, and an overhead console offers reading lights and a sunglass holder. Of course, the only sunglasses that fit in there belonged to my 5-year-old, so it was pretty useless to me. The glove compartment was also small, so most of my stuff went into the center console.

In the backseat, the wide bench provided plenty of room for three kids to sit comfortably. I had two in booster seats and the larger kid sat in between them. No one complained about being squished, but I don’t think I could have squeezed a third booster seat back there. Three full-size teenagers sitting in the backseat might feel less than comfortable. Since I don’t have any of those, the Tribute Hybrid offered plenty of room for my family.

My kids had no problems getting in or out of the Tribute Hybrid. They got their seat belts buckled without any help from me. The seat belt receptacles were easy to reach, not buried between the seats as in some cars. The middle position’s seat belt was anchored in the top of the seat instead of the ceiling. This kept my line of sight from being obscured, as well as made it easier for my child to reach the middle seat belt. The Latch connectors also were easy to find and access.

Safety Features:

This year’s Tribute Hybrid has a few new safety features. One important safety feature was the addition of rear stability bars that help keep this SUV steady in turns. Even so, this is a tall SUV, so rollovers are a possibility. That’s why there are side curtain airbags, which protect occupants by draping over front and rear side windows, in addition to the front and side-impact airbags. There’s also a rollover mitigation system, which senses impending rollovers and applies individual brakes to try and stop them, but I wasn’t going to test it. The antilock brakes have electronic brake-force distribution, and traction control keeps the wheels from spinning during acceleration.

The safety features I enjoyed the most, however, were the height-adjustable front seat belts and the accessible Latch anchors. The seat belts fit everyone well, which was the most concrete way I could tell that the Tribute Hybrid would take good care of my family.

Source: http://www.motherproof.com/car-reviews/new/2009-Mazda-Tribute-Hybrid/

Toyota FT-EV concept unveiled

This is Toyota’s new FT-EV concept, the first of three eco-friendly cars being unveiled at the Detroit motor show over the next few days, the other two being the all-new third-generation Prius and the hybrid-only Lexus HS250h.

What’s this Toyota FT-EV concept all about then?

The FT-EV is Toyota’s way of confirming that it will build a battery-electric vehicle (BEV) in 2012, but it’s also using the concept to promote its other environmentally friendly vehicles.

The FT-EV concept is built on the iQ’s platform, and designed for commuters with daily journeys of less than 50 miles. The production car due early next decade will be designed with the same aims in mind.

Further details will be announced on the concept in the next few days, but the iQ has received a makeover inside and out, with new exterior bodywork including a blanked-off grille, while the interior features digital screens that allow drivers to monitor their energy consumption.

‘This kind of vehicle, electrified or not, is where our industry must focus its creativity,' said Irv Miller, Toyota Motor Sales group vice president.

What about these other environmentally friendly vehicles?

Following on from the CNG Camry Hybrid concept and the Lexus RX450h production car unveiled at the 2008 LA auto show, Toyota has announced two more hybrids, as part of the company’s plan to sell over one million hybrids by the middle of the next decade.

Up first is the new Prius, and Toyota has confirmed there will be a plug-in version launched in late 2009. Just 500 vehicles will be built for research purposes, with 150 of these cars being leased to U.S. customers. The plug-in (PHV) Prius will feature lithium-ion batteries, while the regular version of the new third-generation Prius makes do with nickel-metal hybride batteries.

‘Future customers will have high expectations for these emerging technologies,’ said Miller. ‘This Prius PHV fleet program is a key first step in confirming how and when we might bring large numbers of plug-in hybrids to global markets. Our business is no longer about simply building and selling cars. It is about finding solutions to mobility challenges today and being prepared for more daunting challenges in our very near future.’

Come back to CAR Online on Sunday when the new Lexus HS250h will be unveiled, and Monday when we’ll see the third-generation Toyota Prius. And keep coming back to CAR Online over the next few days as we report live from the Detroit auto show, bringing you all the important news and new cars.

Source: http://www.carmagazine.co.uk/

2009 Acura TL Review

The Acura TL plays in a tough neighborhood, one defined by the Germans and challenged by the Japanese and Americans. Performance-luxury is the name of the game, and all of the world's premium automakers have a presence. And all of the cars in the class are among the best made. Competition is fierce, and so product differentiation and definition are very important.

Acura's strategy is a little different. Where most competitors have four- and six-cylinder models of their small performance-luxury sedans, Acura has two different cars. The TSX takes care of the four-cylinder sub-segment, while the TL handles V6 duties.

Now into its fourth generation with the release of the 2009 models, the TL is larger, more powerful, and better-equipped than ever. The standard TL is analogous to the previous Type S, as the old 3.2-liter V6 has been dropped in favor of a 3.5 in nearly the same state of tune as the Type S, with 280 horsepower. The Type S has given way to the TL SH-AWD, named for the "Super Handling AWD" all-wheel drive system that makes it the first TL to be so-equipped. It boasts a 3.7-liter derivative of Acura's V6, with 305 horsepower, and a more sport-oriented suspension tuning. Both versions use a wide-ratio five-speed automatic transmission with dual automatic modes, and manual shifting in each by means of steering wheel-mounted paddles.

The new TLis a bit larger than before, for enhanced interior space, and its revised unibody structure is stronger, more rigid, and more crashworthy. The The TL is still small enough for maneuverability and easy parking, and its roomier and restyled interior has all of the accoutrements expected in a sports-luxury sedan as standard equipment, with options including upgraded audio and Acura's Technology Package, which, with navigation with real-time traffic, weather, database of scenic attractions, calendar, and calculator, could almost make the TL a PDA on wheels. Outside, it's not likely to be mistaken for anything else.

The TL that was my test car for the past week was not the SH-AWD, but it seems wrong to call it a "base model" as it was entirely too well-equipped even had it not had the inclusive Technology Package. Fine road manners, a comfortable ride, and an excellent performance by its engine and, especially, transmission make it a fine choice, and the extra space is icing on the cake.

APPEARANCE: Long ago, Acura styling was conservative almost to the point of blandness. No longer, especially in the case of the TL. It's radical and distinctive, but is also a logical development of the previous-generation TL. Its concept-car looks are dominated in front by the massive new Acura five-point grille, while strong shoulder lines on the sides and pseudo-venturi panels around the rectangular exhausts distinguish it from the sides and rear. The angled surfaces that are Acura styling hallmarks are found in convex form on the front panel and hood, and concavely on the top of the trunk, and convex again at the rear. With the grille wide, low headlights and "twin nostril" lower intakes give the front a Japanese Anime look. Chrome trim around the side windows and auxiliary turn signals in the outside rear-view mirrors are modern luxury cues.

COMFORT: Other manufacturers in the performance-luxury segment go for more traditional interior styling. Acura does not, at least in the TL. It's more youthful and flamboyant. Think tuner sport-compact meets sport-luxury. It's visually busy, with a variety of shapes, materials and textures. Technology Package models get keyless access and push-button starting, premium leather upholstery, and upgraded trim in addition to all of the cabin electronics. The heated, power-adjustable front seats have firmer padding that has been usual in Acuras, for improved comfort and support. The rear seat has noticeably more room than in previous generations. Although it does not fold, there is a locking ski passthrough. The trunk is large for the car's size. The leather-trimmed steering wheel adjusts (manually) for both tilt and reach, and has cruise and auxiliary audio controls. Manual shifting is controlled by paddles behind the steering wheel spokes. Instruments are brightly backlit for easy visibility, and all controls, even those for the navigation and allied systems, are logically designed and intuitive to use. AM/FM/XM radio, a 6-CD changer, mini-jack and USB auxiliary connectivity, and Bluetooth¨ phone connectivity are standard, as is a tilt-and-slide moonroof; the nav system with real-time traffic display and re-routing and real-time weather forecasts and visual doppler radar display are included in the Technology Package.

SAFETY: Acura's "Advanced Compatibility Engineering" (ACE)(tm) means that the 2009 TL's structure is designed and built to protect passengers with a strong central structure and dissipate crash energy as much as possible for further protection. Six airbags -- dual front, front seat side, and side curtain -- are standard, as are four-wheel antilock disc brakes with EBD and Brake Assist, Vehicle Stability Assist, a tire-pressure monitoring system, and daytime running lights. The TL is expected to score the highest ratings for crash protection in government and insurance industry tests. The backup camera that is part of the Technology Package aids vision to the rear.

RIDE AND HANDLING: "Sport-luxury" means high standards of cornering and handling ability plus comfort and quiet. Those can be mutually-exclusive goals without careful engineering, but Acura engineers are nothing if not careful and thorough. A redesigned double-wishbone front / multilink rear suspension reduces lift under acceleration and dive under braking, and also reduce body roll during hard cornering. Torque steer, the bane of high-powered front-wheel drive cars, is also reduced. The ride is moderately firm, but still very comfortable -- just about perfect for the TL's intent. Electric power steering ensures an appropriate effort at all speeds, never too light and never too heavy. Twin-piston calipers on the front brakes (regular single-piston at the rear) help ensure excellent braking ability.

PERFORMANCE: Power is never a problem, not with 280 horses (at 6200 rpm) and 254 lb-ft of torque (at 5000 rpm) on tap. If the peak speeds seem high, the 3.5 liters of displacement ensures plenty of low-end grunt, as does Acura's VTEC variable valve lift and timing on the intake valves. A high 11.2:1 compression ratio helps both torque and efficiency, although it does mean a diet of premium unleaded. The five-speed automatic transmission also helps with both performance and efficiency. In "D", it is optimized for fuel efficiency, shifting early and holding higher gears as much as possible. "S" mode immediately drops down a gear or two, for higher revs and more power, and holds gears longer when upshifting. Grade Logic Control works in both modes to keep the transmission from hunting between gears on hills, and, more importantly, to keep it from shifting while cornering. Sequential SportShift manual mode is available in both S and D, merely by pressing the race car-style shift paddles behind the steering wheel. In D, the transmission will soon revert to automatic mode. In S, manual mode will be held until shifting to D. Acceleration is quick, and high cruising speeds are possible -- without undue use of that premium unleaded. EPA mileage is 18/26; in a week of 80% highway, 20% city driving I got just over 25 mpg.

CONCLUSIONS: The 2009 Acura TL combines performance with luxury and high-tech information and entertainment.

Source: http://www.theautochannel.com/

Audi RS6 saloon (2008) CAR review, By Glen Waddington, www.carmagazine.co.uk

Yes, yes and thrice yes. The RS6 is utterly, rampantly, addictively, oh-my-gawd rapid. So quick it’s worth inventing a new adjective for, complete with a matching expletive.

Not only is it fast, but it sounds great too, with a hard-edged throb at low engine speeds that increases in urgency as the needle whips round the clock. But the best thing about its voice isn’t the climactic snarl, and nor is it the unfettered whoosh of two turbos dumping gobfulls of air into the cylinders. No, it’s the muffled boom as the tiptronic transmission grabs the next ratio. It sounds like a bomb going off under water, except it comes from the boot. It makes you smile and emit a muffled exclamation of your own, every time.
It’s an Audi. Does it handle?

Depends what you mean by handling. This thing grips like cat claws on curtains, and it changes direction with greater haste and agility than a 5.0m length and a two-tonne weight would suggest. And… you know what’s coming.

It just isn’t involving in the way the best sports saloons are, and you can blame the steering. It’s rubbery and numb. Sure, it’s sharp enough, yet you can feel the weight of that engine in the nose and, despite the latest Quattro system’s 60 percent rearward torque bias, there’s never a hint of rear-end throttle steer.

Of course, because it’s so quick and grippy, there are plenty of less enjoyable things to do than drive an RS6 quickly. But it’s a machine of devastating power and towering ability rather than one of enormous character. Impressive yet aloof, the RS6 just isn’t friendly and encouraging in the way BMW’s M-cars are.

Source: http://www.carmagazine.co.uk

2009 Honda Pilot - Short Take Road Test , By Dave Vanderwerp, www.caranddriver.com

When the Pilot launched in 2002 as an ’03 model, it was a little ahead of its time. Back then, trucky, body-on-frame SUVs such as the Ford Explorer were the big sellers, and fuel economy wasn’t in the forefront of anyone’s mind. The Pilot’s innovative beginnings on the Odyssey minivan’s unibody architecture weren’t due to Honda’s superior foresight, however; the company simply didn’t have a body-on-frame platform to start with. So the Pilot launched by default as what is, in today’s vernacular, a crossover.

An intelligently packaged three-row, eight-passenger SUV, the Pilot was lighter and more efficient than the competition, as well as a smooth on-road driver, grabbing the large-SUV award at our annual 5Best Trucks competition six years in a row.

The competition took notice, and recently there has been an influx of competitors that have squarely targeted the Pilot: specifically, the Mazda CX-9 and GM’s quartet of large utes, the GMC Acadia, the Saturn Outlook, the Buick Enclave, and the Chevy Traverse.

Our current large-SUV champ in this ever-growing three-row class is the sporty CX-9, which knocked the Pilot off the podium for 2008. Naturally, Honda has rethought and updated the Pilot for 2009 to stay in the hunt.

Sticking to Its Sensibilities

This isn’t a radical redesign, as Honda had the formula pretty well nailed from the start. However, its customers clamored for some additional space, particularly in the third row and the cargo area. To that end, the ’09 Pilot gets a 2.9-inch stretch to both wheelbase and overall length and a one-inch gain in width and height, but it’s still about nine inches shorter than the CX-9 and the GM utes.

The new Pilot gets a bolder front end—anything is bolder than the current wallflower—that doesn’t look as awkward in person as it does in some of the photos. But this ute is all about function. It forgoes the recent trend of sportier, on-road-only SUVs and retains a high roofline to maximize headroom and cargo space, and it has a blocky shape that enables the rear cargo hold to accept four-foot-wide sheets of plywood. Ground clearance remains at eight inches to enable the light off-roading Honda says its customers demand. All Pilots come with a trailer hitch, and four-wheel-drive models can tow 4500 pounds (3500 for two-wheel-drive models). This practical approach leaves the similarly sized Acura MDX for buyers willing to pay more and sacrifice functionality for style, says Honda.

A redesigned interior features a see-through gauge cluster as well as a button-intensive center stack. The available navigation runs on a sharp eight-inch screen, but we think it’s a step backward to ditch friendly touch-screen controls for the corporate multifunction knob that’s spreading throughout Honda’s lineup.

Overall, we were unimpressed with the quality and fit and finish of the new Pilot’s interior. The dashboard plastics and the climate-control buttons come across as low-cost, and there are more cut-lines and larger gaps between panels than expected. This leaves a general impression that Honda is trying to squeeze a few bucks out of the interior.

The driver’s seat slides back farther than before—a welcome addition for this six-foot-five test driver who can now find complete comfort—and the steering wheel telescopes in addition to tilting.

The spacious second row benefits from an additional 1.1 inches of legroom and 0.8 inch of shoulder room that, Honda says, enables it to accommodate three car seats. It also slides forward farther to ease access to the way back.

The third row grows the most, with an additional 1.9 inches of legroom and a seat that’s positioned higher than before to better accommodate larger passengers. As far as third rows go, it’s a good one, but people much over six feet still won’t want to do much time back there.

Space behind the third row has grown by two cubic feet, three if you include the larger under-the-floor storage bin. That bin is even more useful now that the third-row headrests don’t have to be removed and stored there to fold the row flat.

Source: http://www.caranddriver.com/reviews

2008 Saturn VUE Green Line Hybrid Review - The General Goes Green, Sort Of, by Alex Kramer, www.reviews.carreviews.com

Pros:

• Excellent ride quality
• Snappy new exterior style
• Upscale interior design
• Spacious front seats

Cons:

• Tepid acceleration
• Hefty 3800 lb curb weight
• Less than hybrid worthy fuel efficiency
• Marginal rear legroom and smallish trunk

2008 has been a tough year for American auto manufacturers. Faced with high gas prices and strong competition from overseas, sales have plummeted, especially in the traditionally lucrative light truck and SUV segment. Much like in the 1970’s, the pain at the pump has driven consumers to smaller, more efficient models, many of which are made in Japan. Although the Big Three already have some fuel efficient compacts and hybrids for sale, or in the works, is it too late to convince the American consumer that Honda and Toyota aren’t the only ones meeting the MPG challenge?

The folks at Saturn would undoubtedly answer this question with a definitive “No!” Saturn was founded as a company dedicated to small, reliable, efficient cars. Although that mission changed a few years ago and Saturn now offers an array of different sized cars and SUVs, the brand is at the forefront of GM’s effort to go green. Green Line versions of both the VUE compact SUV and AURA mid-size sedan made their debut in 2007, but due to their “mild” hybrid systems and minimal fuel-efficiency gains, interest has unfortunately been mild as well.

After undergoing a significant makeover, the VUE Green Line returns for 2008 with a fresh new exterior, upscale interior, revised road manners, but the same minimally augmented powertrain. For a full hybrid, consumers will have to wait until the 2009 VUE Green Line, which will feature a version of GM’s two-mode hybrid system. Until then, this modest attempt at fuel sipping should convince at least a few consumers to sign at the dotted line, but definitely won’t cause Honda or Toyota executives to lose any sleep.

Driving Impressions

Like other hybrids, the hybrid system in the VUE Green Line consists of a standard gasoline engine mated to an electric motor and a rechargeable battery. Unfortunately, the VUE’s electric motor only puts out about 5 horsepower and is limited to mildly boosting the output of the 170 hp 2.4 L Ecotec engine. No silent running on electric power here, although the system automatically kills the engine when stopped and seamlessly restarts the motor when you release the brake pedal. The end result of this modest attempt at hybrid technology is a decent increase in fuel efficiency over the gas-only VUE: 25 mpg in city and 32 mpg on the freeway, compared to 19 city and 26 fwy for the base 4-cylinder version (EPA ratings).

Combine this minimalist hybrid system with a conventional 4 speed automatic transmission with widely spaced gear ratios and you get some seriously sluggish acceleration. Whatever boost the electric motor gives is hardly felt and the gas engine feels even less potent than its 170 hp suggests. 0-60 takes an agonizing 11 seconds, a full 3 seconds slower than a Nissan Rogue, which amazingly has the same horsepower rating (but does feature a CVT that helps maximize performance). Once up to speed, the engine does a decent job of keeping the car rolling, but forget about any driving excitement. Freeway passing requires a clunky downshift into second gear, after which the engine slowly crawls to its 7,000 rpm redline. This is the car Mr. and Ms. Slowsky would buy.

Part of the blame for this sluggishness must also go to a healthy curb weight of over 3,800 lbs., which is fully 500 lbs heavier than much of the competition in the small crossover segment. This extra heft does give the VUE a very composed, buttoned-down ride and the suspension does an excellent job of balancing ride quality with enough firmness to keep the VUE firmly planted on the road. GM’s borrowing from its European Opel division for the Saturn lineup seems to be paying off big in the ride department (in Europe the VUE will be sold as the Opel Antara). Steering response is also quite good and the brakes are solid with excellent pedal feel.

Build

Build quality is definitely a notch above the typical GM rattletrap from 10 years ago. If anything, the engineers went overboard in giving the VUE a solid foundation, given its high curb weight. The chassis is unflappable over rough roads and the body panels, doors, and windows are solidly put together. When it comes to safety features, Saturn didn’t skimp, with ABS, traction control, stability control, and a full complement of airbags all standard equipment.

Interior

Slide inside the VUE Green Line and you instantly notice the higher quality of materials used throughout. The dashboard and interior panels are made from a smooth, soft plastic material that is quite unlike the hard, shiny junk still found in so many cars. The seats are upholstered in cloth, not leather, and feature a somewhat clumsy manual adjustment instead of the increasingly common power settings, but they are reasonably comfortable. The Green Line comes with relatively few interior options, but does feature a 6-speaker sound system with CD and Satellite Radio that produced surprisingly clean, full-bodied sound.

Interior space is excellent from the perspective of the front seats. There is plenty of leg, head, and arm room and all the controls are well placed. Move to the back row and things shrink quite a bit, with somewhat limited legroom, especially with the front seats moved back. The trunk is also a bit on the small side, which is partially due to the tucked-in design of the rear of the car, but the rear seats fold down very easily for extra room. A few other interior oddities:

• The steering wheel is quite large, almost awkwardly so, which initially required some getting used to.
• The parking brake handle is placed right next to the driver’s seat and has an odd, wrap-around shape that feels a bit weird every time you grab it.
• The front seats have enough lumbar support to make any chiropractor happy, but you’ll need to dial it back for anything resembling comfort.

Exterior

The newly redesigned exterior is quite smart and snappy looking, with the streamlined, teardrop profile that is so popular among the new breed of crossover SUVs. The overall shape is a bit reminiscent of some of the recent designs coming out of Korea and rumor has it that GM consulted with Daewoo on the overall design of the car. Chrome accents are liberally, yet tastefully applied, including on the window trim, front grill, and eye-catching 17” alloy wheels. About the only miscue is a pair of faux air vents placed ahead of the front doors. Like on the 2008 Ford Focus, these just look weird.

Value / Who Should Buy It

Like the Saturn ASTRA that CarReview recently reviewed, the VUE Green Line is a frustrating car to drive due the inconsistency between its mediocre powertrain and surprisingly refined road manners. It’s almost as if someone married the engine/transmission of a cheap rental car with the ride/handling of a mid-size luxury sedan. Some customers will undoubtedly cut the VUE Green Line some slack due to its improved fuel efficiency, but even here the results are less than stellar. After almost 400 miles of casual driving, most of it taking place on the freeway at 65 mph, we recorded 28 mpg, well below its freeway rating of 32 mpg.

Compared to other hybrids on the market, most of which achieve superior mileage without sacrificing any performance in the process, the current VUE Green Line’s minimal hybrid technology will be a hard sell. Although it is competitively priced and is generally a well-built, nice looking car, customers looking for the real deal in a hybrid crossover SUV should definitely wait until the 2009 VUE Green Line, with the two-mode hybrid system, arrives on the scene.

Lifted from this source: http://reviews.carreview.com