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.