Oldsmobile Intrigue

Oldsmobile Intrigue Models

Three Oldsmobile Intrigue trim levels are available: GX, GL and GLS. All are four-door, five-passenger sedans. All Intrigues are equipped with a 3.5-liter double overhead-cam V6 mated to a four-speed electronically controlled automatic transmission.

Intrigues come well equipped. The base GX includes air conditioning, AM/FM/cassette stereo and power windows, mirrors and door locks. Tone-on-tone seat fabric has been added providing an even more luxurious look; and the previously optional air filtration system is now included in the cost of admission. It features a replaceable air filter and should prove a boon to hay-fever sufferers.

Oldsmobile Intrigue GL models include dual automatic climate controls and a premium AM/FM/cassette stereo with six speakers. GLS models are equipped with leather seating surfaces, heated front seats, a CD stereo and GM's OnStar communications system.

Our test GL came with optional leather seating and a premium Bose sound system with an amplifier, eight speakers, and a CD changer.

Driving the Oldsmobile Intrigue

Driving from Delray Beach to Key West and back showed that the Oldsmobile Intrigue delivers a smooth ride, plenty of power for passing on two-lane roads and quick, accurate steering.

Although Intrigue was launched with a 3.8-liter pushrod V6, that power plant was replaced in 1999 with a modern, double-overhead-cam V6 displacing 3.5 liters. Made of aluminum, this lightweight V6 uses technology developed for the highly successful Aurora V8. It generates 215 horsepower and, more importantly, 230 foot-pounds of torque. That's enough to blast out of the tollbooths on Florida's Turnpike, an event that sometimes resembles a Grand Prix start. The engine is smooth. And you can barely feel the four-speed automatic transmission shift; it's almost seamless.

The Oldsmobile Intrigue seems to offer more grip than a Camry LE does. It stops a bit shorter and changes directions without drama. Quick transitions produce a fair amount of body roll, however. With the Intrigue's relatively high curb weight, there's more weight transfer than you'll encounter in a Camry or Nissan Maxima. But these motions are nicely controlled, so leave the Dramamine at home.

This car rode exceptionally well on Key West's bumpy back streets. The Intrigue feels smoother and more compliant than the Pontiac Grand Prix on rough surfaces, it's more agile than the Buick Century, and it has enough punch to keep pace with the Toyota Camry V6.

Much of the Intrigue's excellent ride and handling can be traced back to its rigid chassis. A rigid chassis provides greater durability, by reducing vibration. It also helps reduce noise 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. Although the Intrigue's front-drive chassis is an evolutionary development of the Cutlass Supreme/GM-10 platform, it was re-engineered from end to end to improve rigidity; that's a relatively new and significant engineering priority at GM. The Intrigue seems to indicate that GM is learning how to increase chassis rigidity without increasing size and weight. According to Oldsmobile, the Intrigue's chassis is stiffer than the Toyota Camry's chassis. At 3455 pounds, the Intrigue is no lightweight; it is substantially heavier than its Japanese rivals are. But it doesn't feel heavy on the road.

The Intrigue seems to offer an ideal blend of ride quality and handling control. It feels European in character: firm, but devoid of harshness. The Intrigue's all-strut suspension is American in design. When driven beyond the grip of the tires it exhibits progressive understeer, a nearly universal trait 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. Understeer is favored by American handling engineers because correcting it is intuitive for the driver: Simply slow down.

But Oldsmobile added some subtle tweaks that lend an extra measure of precision and pleasure to the Intrigue driving experience. The struts, 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 is precise with little play in the center. GM's magnetic variable-assist rack-and-pinion system gets the credit.

Brakes are discs all around. As on most GM cars, ABS is standard equipment, and pedal feel is firmer than with previous examples of GM antilock systems. ABS allows the driver to maintain steering control in a panic braking situation. Traction control is standard on GL and GLS and optional on GX; traction control reduces front wheel spin in slippery conditions.