HarleyEarl

One of GM's style successes. I have always loved the look of this car.

..was just looking at the Red Wildcat ragtop above....man, GM could do no wrong in that era....it has perfect design....genius.

I loved and still love the coupe. But, I have to say, when I see the sedan on the street...it is not as successful....only liked it in black. Black pulled all the black elements together and looked much better. Swithgear on early ones was terrible....everything wobbled, terrible tactile feel.

man, that red Catalina is nice....I'm getting aroused again.

Roush Receives GM Design Award for Signature Edition Pontiac G6 Roush Receives GM Design Award for Signature Edition Pontiac G6 LIVONIA, Mich., Nov. 14 /PRNewswire/ -- At the recent Specialty Equipment Market Association (SEMA) show in Las Vegas, Roush received an award from General Motors for their dramatically styled Roush Signature Edition Pontiac G6 sedan. The award, given for Best New GM Exterior, is a salute to Roush's expertise in designing, engineering, and manufacturing high performance specialty vehicle packages. GM Director of Design of Specialty Vehicles Kip Wasenko presented Roush the prestigious award. Wasenko said GM is proud of the new Pontiac G-6 design, noting that: "The Roush enhancements demonstrate the potential of personalization that an owner could apply to the new clean design." "This was a fantastic project," said Paul White, Roush's Product Design and Body Engineering manager. "The G6 is a very well-designed product that lends itself beautifully to design and performance enhancements. We enjoyed an excellent working relationship with General Motors' design and marketing groups, and our seamless access to Roush's design, engineering, and manufacturing resources allowed us to develop and apply an extensive modification package in record time." • Get Discount Invoice Pricing • Low Rate Financing • Find a Local Dealer • Search for Used Cars The Roush project team included their Roush Design Studio, Body Engineering, Rapid Prototyping, Advanced Composites, Paint, and Trim Department staffs. "Everyone at Roush was extremely excited about the project," continued White. "It gave us an excellent opportunity to showcase Roush's full-service capabilities, and the G6 is our kind of car -- bold, nimble, with great lines. Our modification package was designed to enhance those attributes and generate enthusiasm for a derivative package." Roush used their extensive engineering, design, modeling, prototyping, and manufacturing services to take this project from the sketchpad to the showroom floor at SEMA, with much of the work done in Roush's Livonia Design Studio. They produced a dramatic appearance package that included a new hood, front and rear fascias, side rocker panels, rear spoiler, forged 19-inch wheels, exhaust tips, modified headlamps, Sparco seating, and Autometer gauges. The Roush Performance package includes an AEM Cold Air Induction Kit, Brembo brakes, DC Sports strut tower brace, Eibach spring lowering kit, and a GM performance exhaust. Wrapped in Merles Opus Orange Yellow paint with distinctive Roush badging, the Roush Edition G6 closes the gap between road car and road racer. This program illustrates Roush's ability to effectively partner with OEMs as they embrace the public's growing enthusiasm for derivative vehicles. Roush, with its OEM caliber design studio and state-of-the art manufacturing and painting facilities, is unique among automotive suppliers in its ability to design, develop, and manufacture vehicle components under one roof. The Roush Edition G6 clearly demonstrates how creative design, effective OEM/supplier collaboration, seamless services, and streamlined processes combine to produce award-winning results. Roush, a full-service engineering supplier headquartered in the Detroit suburb of Livonia, Michigan, has over 2,500 employees in more than 50 facilities located throughout North America, Mexico, Europe, and the Far East. Widely recognized for providing engineering, testing, prototype development, and manufacturing services to the transportation industry, Roush also provides significant support to the automotive aftermarket, electronics, consumer product, and motorsports industries. Visit Roush at http://www.roushind.com

FOR RELEASE: 2005-11-11 Chevy Cobalt SS Supercharged Smokes Competition at Toyo Tires Time Attack FWD Cobalt finishes with fastest time overall besting AWD, FWD and RWD competitors BUTTONWILLOW, Calif. – The Chevrolet Cobalt SS Supercharged continued its Time Attack assault at Buttonwillow Raceway Park on Nov. 8, finishing with the fastest time overall (1:51) and first in the Front Engine Front Drive (FF) Unlimited Class at the Toyo Tires Time Attack presented by Super Street and eurotuner magazines. It is the second fastest time ever for a Time Attack run at Buttonwillow and eclipses the previous records set for FF Unlimited (1:57) and all-wheel-drive (AWD) Limited (1:54) classes. Race-prepared by GM Performance Division for FF Unlimited Time Attack competition and driven by current SCCA driving champion John Heinricy, the Front-Wheel-Drive (FWD) Cobalt SS Supercharged bested more than 50 competitors driving such established AWD racecars as the Nissan Skyline and Mitsubishi Lancer Evolution among others, and was one of only three domestic entries along with the Ford Mustang and Dodge Neon. “Our team was outstanding and this win is further proof of the credentials GM Performance Division and Chevy are building with the street tuner crowd for the Cobalt SS and its Ecotec engine,” said Heinricy, director of High Performance Vehicle Operations for GM Performance Division. “The competition was tough, but the graciousness in defeat shown by Tarzan Yamada, one of the preeminent drivers in Japanese street racing, was very telling as to how far GM has come in a relatively short period of time.” Based on Chevy’s new factory-built FWD “tuner” car, the Cobalt SS Supercharged was also chronicled on the SPEED Channel’s Street Tuner Challenge during its 13-week build in preparation for the show’s Time Attack event on July 21. In that contest, the Cobalt bested an 801 hp twin-turbo Nissan Skyline and a nitrous-charged Volkswagen Jetta by seven and 15 seconds respectively with a posted time of 1:58 on Buttonwillow’s #13 track configuration. The Cobalt SS Supercharged has largely maintained its production roots from a parts standpoint, but was further tuned in preparation for the Nov. 8 event, including an added nitrous boost increasing the horsepower to 380 and torque to 387 lb.-ft. among other aerodynamic improvements and chassis tuning. The premise behind Time Attack is to take a street vehicle and – using DOT approved tires – turn in the fastest lap on a racetrack for the vehicle class. The vehicle must be from a model originally produced for legal street use and it must have a silhouette largely faithful to the original. The Cobalt SS Supercharged has strong performance credentials in factory trim. Powered by a supercharged and intercooled 205-horsepower, 2.0-liter Ecotec DOHC four-cylinder engine and equipped with a finely-tuned suspension developed on Germany’s famed Nurburgring race track, the production Cobalt SS Supercharged has brought more heat to the already red-hot sport compact segment, and has been quite a dealer draw since its introduction in late 2004. GM Performance Division in collaboration with Chevrolet, GM Powertrain, GM Performance Parts and GM Design created the Cobalt SS for Time Attack competition to demonstrate the ultimate capabilities of the Ecotec engine. Time Attack challenges involve multiple runs, so the engine must be powerful and durable. The engine features an Eaton M-62 Gen 5 Hybrid supercharger, and delivers 283 horsepower at 6840 rpm and 243 lb.-ft. of torque at 4200 rpm without the nitrous. It is also Stage 2+ equipped, using a smaller pulley than the Stage 2 kit available soon through GM Performance Parts to achieve even greater torque. Some of the production Cobalt elements were replaced with carbon fiber counterparts, including the hood, doors, roof, decklid, rear wing, side rocker extensions and Sparco car seat. The vehicle’s glass has also been replaced with Lexan, and interior trim has been kept to a minimum. The end result is a vehicle weighing a mere 2,350 pounds. Powell Motorsport, Lotus Engineering and Martin Technologies provided GM Performance Division with vehicle preparation, logistical support and engineering collaboration for the Toyo Tires Time Attack event.

I was a bit indifferent to Saab, didn't get this car company really. I have done a 180 degree turn. Suddenly after driving one, I'm a Saab fan.

A lot of blah, blah, blah. GM will never go into bankruptcy. It won't happen, ever.

I like the new GMC's choice of names, the Acadia. But Buick Enclave?!...another lame name for a Buick..meaningless. It sounds like something sinister. Hate it. I'd be embarassed to drive something with that label.

Totally agree.....this isn't just a GM cheerleading site. This is a forum to offer opinion on the state of GM, good or bad. We are GM fans, but GM is not perfect.

Motoring Memories: Buick Wildcat, 1962-1970 Story and photo by Bill Vance Buick was long known as a somewhat conservative car, the type favoured by people like doctors and bank mangers. It used overhead valve straight-eight engines exclusively from 1931 to 1952 (its overhead valve V8 came in 1953), and carried an image of muted prestige - more than an Oldsmobile, but not quite the ostentation of a Cadillac. Occasionally however, there was a stepping out of character, and into the performance arena. Examples were the 1936 Century, named for its 161 km/h (100 mph) top speed, and the audacious, turbocharged 1982 Grand National. Another was the Wildcat, an unexpectedly feral name that Buick had used on Buick concept cars in 1953, '54 and '55. Built from 1962 to 1970, the Wildcat was appropriately called an "Executive Hot Rod" by Car Life magazine (4/64). "Just the thing for tired blood," they enthused. The 1962 Wildcat started life as a sub-series of the Buick Invicta. Buick engineers created it by fitting an Invicta hardtop coupe with their most powerful Electra 6.6 litre (401 cu in.) 325 horsepower engine. To set it apart from lesser Buicks, and emphasize its "sports luxury" character, the Wildcat got a vinyl roof covering and stainless steel rocker panel trim. Inside were bucket seats, vinyl trim, and a console which housed the gear lever for the standard equipment automatic transmission. It even had a tachometer, but being console-mounted, it was difficult to see, and therefore not of much use. In spite of weighing a hefty 1,978 kg (4,360 lb), the big V8-powered Wildcat offered strong performance. Car Life (7/62) reported zero to 96 km/h (60 mph) in 8.9 seconds, zero to 161 (100) in 27.5 seconds, and a top speed of 182 km/h (113 mph). They also reported fuel consumption of 12 to 15 mpg. With the Invicta nameplate disappearing, Buick decided to expand the Wildcat into its own series for 1963, and make it the Invicta's replacement. Power assisted steering and brakes were now standard, and body styles were two- and four-door hardtops, and a convertible. It received the obligatory new grille, and the side trim running from headlamp to door encompassed the gradually receding "ventiports," commonly known as portholes, that had been a Buick hallmark since 1949. The Wildcat went into 1964 without major changes, although to expand its appeal it added a regular four-door sedan to the line-up. It also got an optional 7.0 litre (425 cu in.) V8 that could be had with 340 horsepower, or 360 with two four-barrel carburetors. This is the car that inspired Car Life's Executive Hot Rod nickname. Their test of a 1964 360 horsepower Wildcat with the now optional four-speed all-synchromesh, manual transmission, and a stump-pulling 3.91:1 rear axle, yielded quick zero to 96 km/h (60 mph) in 7.7 seconds. Top speed was 185 km/h (115 mph). For 1965 the Wildcat got the rounder styling of GM's large cars, and moved up in size from its former 3,124 mm (123 in.) wheelbase to the Electra's 3,200 (126). The new styling proved successful for the Wildcat, giving it a best-ever 99,000 sales. The Wildcat continued pursuing its performance image for 1966 with the addition of a Gran Sport option on its coupe and convertible. It featured the 340 horsepower engine, with a limited slip differential, and came with stiffer suspension and optional quicker steering. Some engine de-proliferation came for 1967 with the switch to Buick's new V8, a replacement for the original engine that dated back to 1953. That original V8 used vertically positioned valves in one side of the combustion chambers. This gave the narrower engine configuration required by the stylists, but limited valve and inlet port diameters. The new V8 removed these breathing limitations, and had a more efficient domed combustion chamber. It came in two displacements: 6.6 litres (400 cu in.) with 340 horsepower; and 7.0 litre (430 cu in.) with 360 horsepower. The '67 Wildcat got the 360 horsepower engine. The Wildcat got few changes for 1968, and then for 1969 it moved back onto the shorter 3,129 mm (123.2 in.) LeSabre wheelbase. It also got a moderate re-styling and a new grille. Nineteen-seventy would be the Wildcat's last year. It received a small wheelbase stretch to 3,150 mm (124 in.) and another styling retouch. Under the hood, the 7.0 litre received a 3.175 mm (1/8-in.) bore increase, bringing displacement to 7.4 litres (455 cu in.), and horsepower to 370. By this time model offerings were back to a coupe, hardtop sedan, and convertible, the smallest number since 1963. When sales dipped to just 23,600, from almost 70,000 in 1969, General Motors discontinued the Wildcat. The Buick Wildcat was a big, luxurious, high performance car with some un-Buick like sporty aspirations. It exemplified the 1960s American car, the last decade in which the industry would be able build its cars pretty much the way it wanted – without significant government intervention, or having to worry about fuel economy.

I wish GM would do this in every major city.....I would be in heaven at one of these events.

http://www.autoshowinmotion.com/index.asp?...1BFFE36791FC%7D Select Location San Jose: 11/10 - 11/13 San Antonio: 11/12 - 11/13 You've seen the vehicles at the auto show. Now experience over 150 of the hottest new cars, trucks and SUVs on the planet from behind the wheel at the AutoShow in Motion. Test drive the exciting General Motors family of vehicles and then compare them with Honda, Ford, Toyota, BMW, Chrysler, Lexus, Dodge, Mercedes and more*. One minute you're stepping on the accelerator of a Corvette® down a performance course, the next you're taking a HUMMER® H2® off-roading. If the vehicle can do it, we're going to prove it! And you can do it all with no pressure to buy. The only thing we want you to do is drive what you like and have a great time doing it. Plus, it's all complimentary--we'll even provide snacks, beverages and parking! AutoShow in Motion – the world's only auto show where we hand you the keys.

This new Escalade is too refined in it's design. It has lost the 'in your face' bold presence that the last one had. And this one is not different enough from the GMC...way too similar. Again GM not going far enough with design differences between divisions.

I forecast that this car will not attract the younger urban professional that they hope it will. You will see a very mature demographic driving it as is usual with Buick products. Buick still needs to do 'cool'....the Lucerne is not it and it is not modern, it has a dated look to it. But, it will sell in respectable numbers. It's so much better than the LeSabre.

GM factories most likely to close November 12, 2005 BY MICHAEL ELLIS FREE PRESS BUSINESS WRITER Doraville, Ga. •Employs 2,850 UAW hourly workers and 220 salaried. •Opened in 1947. •Builds the Pontiac Montana SV6, Saturn Relay, Buick Terraza and Chevrolet Uplander minivans. •Capacity utilization in 2004: 64%. •Why it may close: GM always has struggled in the minivan segment, and new crossovers arriving on the market may steal more of their thunder. New front-wheel drive crossovers able to seat seven passengers are scheduled to be built at GM's new Delta Township plant near Lansing. Doraville is one of GM's older plants and isn't near automotive suppliers. Janesville, Wis. •Employs 3,600 UAW hourly workers and 300 salaried. •Opened in 1919. •Builds the Chevrolet Suburban, Chevrolet Tahoe, GMC Yukon and GMC Yukon XL full-size SUVs. •Capacity utilization in 2004: 87%. •Why it may close: GM is the leader in full-size SUVs, but with higher gas prices, sales are falling. GM's new large SUVs arrive in dealerships next year, but officials have said they won't hit the sales peak of the past. Also an old plant isolated from suppliers. Lansing Craft Centre •Employs 330 UAW hourly workers and 60 salaried. •Year opened not available. •Builds the Chevrolet SSR convertible pickup. •Capacity utilization in 2004: Not available. •Why it may close: The Chevrolet SSR was a hit at the auto shows but not at dealerships. Sales have disappointed, and by the end of this year, GM will have halted production at the plant for nearly 30 weeks because of excess inventories of the SSR. It is GM's smallest vehicle assembly plant. Potentially at risk Oklahoma City •Employs 2,500 UAW hourly workers and 200 salaried. •Opened in 1979. •Builds the Chevrolet TrailBlazer EXT and GMC Envoy XL midsize SUVs. •Capacity utilization in 2004: 85%. •Why it may close: With gas prices above $2 and more fuel-efficient crossover vehicles arriving on the market, GM may not need two plants building midsize SUVs. (Moraine, Ohio, is the other.) It is far from automotive parts suppliers. •Why it may stay open: It's a relatively new plant. GM updated the paint shop after a tornado damaged it in May 2003. Pontiac East •Employs 2,500 UAW hourly workers and 270 salaried. •Opened in 1972. •Builds the Chevrolet Silverado and GMC Sierra full-size pickups. •Capacity utilization in 2004: 123%. •Why it may close: GM builds full-size pickups at three other plants. Pickup sales across the industry have softened, suggesting that GM could cut back production. •Why it may stay open: Production already above full tilt. Pickup sales could bounce back with new models arriving next year. Orion township •Employs 2,800 UAW hourly workers and 300 salaried. •Opened in 1983. •Builds the Pontiac G6 sedan and coupe. Next year to add the G6 convertible. •Capacity utilization in 2004: 29%. •Why it may close: Much rides on the success or failure of the G6, the surprise giveaway on "The Oprah Winfrey Show" in September 2004. Strong sales of the G6 are needed for the plant to reach full capacity of about 250,000 vehicles a year. •Why it may stay open: It's a candidate to get the next-generation Saturn Ion, and it's already one of GM's high-volume car plants. If sales are as good as GM says the G6 is, Orion Township could escape this round of plant closings. Spring Hill, Tenn. •Employs 5,000 UAW hourly workers and 700 salaried. •Opened in 1990. •Builds the Saturn Ion small car and Saturn Vue small SUV. • Capacity utilization in 2004: 78% for the Ion and 121% for the Vue. •Why it may close: There are rumors that the Ion and Vue may move to new plants. The vehicles are built on separate lines, and GM could shut one or both of those lines. GM is willing to build Saturns elsewhere. No plans have been revealed for future product at the plant. •Why it may stay open: It's one of GM's newest plants, modern and able to build various models. It's part of a huge complex that includes an engine plant and a stamping facility. It's the symbolic home of the Saturn brand. Contact MICHAEL ELLIS at 313-222-8784 or [email protected].

Sexy as hell....love the Pontiacs of that era....

I have driven the Vue with the Honda engine....this is a nice handling little suv....much better than I thought.

Just the most ill-informed, non-factual piece of crap I have ever read....a mere amateur. This is not unusual...have you ever read some of the Euro auto rags?......amazing how stupid some of the so-called auto journalists are. They haven't a clue about North American cars or our marketplace and don't really want to know. They still look at us as the colonies. Eurotrash!

‘Father of Management’ Drucker Dies Peter F. Drucker, the teacher, writer and consultant whose classic study of General Motors Corp. helped shape modern management theory, died Friday morning. He was 95. Drucker’s “Concept of the Corporation,” published in 1946, examined the managerial organization of the behemoth automaker to understand the reason for the company’s success. The book laid the groundwork for the study of management as a scientific discipline. Drucker’s contribution to business didn’t end there. He penned over 35 books in which he delved into his skepticism of macroeconomic theory, the impact of technology on the workplace and the responsibilities of managers, among many issues. Drucker’s work had widespread influence on modern organizations. He also consulted for some for world’s top corporations and non-profits on how to best conduct business. From 1971 to 2003, Drucker was a social sciences and management professor at Claremont Graduate University and consulted at the school until the time of his death, which was announced by the school. He previously was a professor of management at the Graduate Business School of New York University from 1950 to 1971. In 2002, Drucker was awarded the Presidential Medal of Freedom for his life’s work. Claremont Graduate University’s management school was named the Peter F. Drucker and Masatoshi Ito Graduate School of Management in his honor. Born Nov. 19, 1909 in Vienna, Drucker received a doctorate from Frankfurt University in 1931. He later moved to London in 1933 to escape Adolf Hitler and to the United States four years later. Drucker’s conducted his two-year analysis of General Motors while he put his academic career on hold. He was then professor at Bennington College in Vermont after a short stint at Sarah Lawrence College in New York. Drucker’s survivors include his wife, Doris, four children and six grandchildren. He was a resident of Claremont. — Rachel Brown

I just test drove a Saab 9-3 the other day and I am smitten. I love this car!.......Beautifully responsive...wonderful interior...great exterior style..I'm a new Saab convert.

You all win this triva question....great detailed info....very interesting bit of GM history.

Yes, there are entry level, fwd Vues. But the top awd model is fantastic. I saw one in a showroom in black with chrome trim everywhere and two-toned interior with brushed metal trim...it is very upmarket in appearance and feel. It's one beautiful suv. Saturn will rebound and this is just the start.

Saab aims to raise its profile GM unit plans aggressive role in upscale car market By Brett Clanton / The Detroit News General Motors Corp.s upscale Saab brand wants to become a bigger player in the premium car market. Saab plans to expand its lineup by at least two more models, double its U.S. sales by decade's end and raise awareness of the brand through advertising, top Saab officials said Thursday. The aggressive strategy comes as GM takes a more active role in growing its long-neglected European luxury brand and tries to increase its presence in new vehicle categories and foreign markets amid slumping sales in North America. "I have never ever seen so much enthusiasm and commitment from GM to make us successful," said Jan-Ake Jonsson, managing director of Swedish-based Saab Automobile AB, who spoke at a Troy Saab dealership about the brand's expansion plans. Although GM is in the throes of a turnaround, Saab officials said the brand will be a priority and that none of its future vehicle programs will be in jeopardy as the automaker sheds costs. That is important because Saab is hitching its comeback hopes partly on an expansion of its small vehicle lineup, which now includes just four models and three variants of the vehicles. While largely a maker of sedans, wagons and convertibles, Saab began selling its first mid-size SUV -- the 9-7X -- in May. The vehicle shares an underbody with the Chevrolet Trailblazer and GMC Envoy, and it is the first Saab built in the United States. In coming years, Saab is expected to introduce an entry-level luxury SUV and a seven-passenger crossover utility vehicle. A Saab version of Subaru's B9 Tribeca crossover had been slated to begin production in Lafayette, Ind., in 2007 but GM's dissolution of its partnership with Fuji Heavy Industries Ltd., maker of Subaru vehicles, last month could cause some delays. "We'll get a seven-passenger utility," said Jay Spenchian, general manager of Saab USA. "It's just a matter of when." And Saab is mulling whether to replace its entry-level 9-2X, which shared an underbody with a Subaru vehicle and is scheduled for production through 2007. Saab officials said they will be taking better advantage of the expertise within GM to develop new vehicles. GM bought a 50 percent stake in Saab in 1990 and the rest in 2000. As Saab tries to raise its profile, it could benefit from its history of being a niche player in a crowded U.S. market. "There's more possibility to move Saab because many people don't have preconceived notions about it," said Jim Hall, industry analyst with AutoPacific in Detroit. "Conversely, you've got to have tremendous continuity to change an image like that. Product, merchandising and advertising have to be very much aligned." Last week, Saab launched a new advertising campaign, which features the tagline "Born from Jets" in a nod to the 16 aircraft engineers who founded the company in 1947. At the same time, the brand is in the final stages of upgrading its 250 U.S. dealerships with the sleek, modernist feel of the Saab dealership in Troy. In 2004, Saab's U.S. sales fell 20 percent to 38,159 vehicles, but its sales are up 3.7 percent this year, according to Autodata Corp. You can reach Brett Clanton at (313) 222-2612 or [email protected].

Zoom with a Vue GM hits mark with revamped Saturn SUV Fri Nov 11 2005 By David Booth GM hits mark with revamped Saturn SUV. 'PITY us," goes the Saturn salespersons' lament, "we have no competitive product to sell." "Our Ions are a little quirky, the Saturn 1s and 2s they replaced went 12 years without substantial change and the L series, well, chartered accountants like them, but they're a rare breed given to frumpy suits and very bad haircuts." There's definitely an element of truth to it all. The Ions, both coupe and sedan, are fine cars, but they're only starting to catch on. The L300 is only slightly less nondescript than a Toyota Camry. And General Motors did indeed squander an amazing opportunity when it all but abandoned the original Saturn subcompacts to the parking lot behind its research and development building. But things are changing. The Sky roadster, which accomplishes the almost impossible task of being cuter than the Pontiac Solstice, will soon brighten the floors of the Saturn dealerships. Soon after that, the dramatically styled Aura sedan will appear to make people forget the L200. And then there's the subject of this test, the 2006 Saturn Vue. Launched as a 2002, the Vue had all manner of potential: an innovative continuously variable transmission, a powerful V6 engine (as of 2004) and the plastic body panels that have made previous Saturns all but impervious to the rigours of the urban jungle. Unfortunately, that high-tech CVT proved troublesome and was dropped from the lineup without ceremony, the front end's styling was a little whack and the interior, like too many of GM's products, looked cheap. But something's up at Saturn these days. In record time -- for a domestic manufacturer, at least -- it has responded to customer complaints. It has done so to such a degree, in fact, that the Vue vaults from back of the pack to front-runner in the budget SUV segment. The front end, for instance, has been transformed from decidedly dowdy to seriously sporty. Think Saab 9-7X, throw in a bit of chrome and some big foglights and you get the idea. It's distinctive, aggressive and not at all frumpy. The interior has been even more dramatically transformed. Yes, those funky fabric seats with the quirky swirl patterns remain, but the entire dashboard has been redesigned. The General has to have let the same designer loose on its Cadillacs because the lowly Vue has a more attractive and expensive-looking dash than the CTS. There are wood accents (yes, they're fake but well done), a leather-wrapped steering wheel and tactile soft-rubber finishes for the important switchgear. The almost monochromatic black dashboard is also very stylish with a tasteful, and surprisingly subtle, application of chrome. The analogue gauges are large, easily read and, more important, attractive. Well done, Saturn. Fixing the sore points has let the Saturn's strong suits shine. Foremost among these is the Honda-designed V6 under the hood. The very same powerplant powers the Honda Pilot and, with minor upgrades, the Acura MDX. In Saturn form, the 3.5-litre, 24-valve engine is good for 250 horsepower, giving the Vue punch far beyond its snack bracket. It's also fairly frugal, credited with better Transport Canada fuel economy figures than the similarly sized Chevy Equinox. The single overhead camshaft six is also wonderfully smooth, making it the class of the budget SUV set. But what really sets the Vue apart is its price tag. That Honda Pilot that so generously donated its engine? Well, it costs $39,400. In front-wheel-drive format, the Vue starts at $27,295. Yes, you read that right. The all-wheel-drive version still sneaks under the $30,000 mark at $29,795. That's downright incredible value, especially since Saturn has fixed the main two complaints surrounding the Vue. Yeah, the seats could be better. Ditto for the handling, which is just a tad mushy. But the darn thing is now stylish inside and out, and costs the same as a Honda CR-V but is powered by the Pilot's V6. The Saturn VUE arrived in 2002 with some troubles, notably a wonky CVT and an odd-looking front end, but for 2006 has matured into a competent, comfortable SUV. I could have sold three of these things myself in the first two days of driving it. Beverly, a co-worker who was positively gobsmacked with the SUV, will soon be marching into a Saturn dealer. Steve, my graphic designer friend and resident car jockey, wishes he could trade his Subaru for the Vue. And my boxing coach, usually so easily swayed by Cadillac Escalades and the like, is looking to save himself some money by confronting a Saturn salesperson. So, here's a message to Saturn salespeople: No more excuses. The 2006 Saturn Vue now has the looks, the performance and, especially, the value. If you can't sell this one, maybe you shouldn't be in the automobile business. Maybe you should look for alternative employment -- as a chartered accountant. -- CanWest News Services