VenSeattle

Okay... so which is it?

Everything I've seen has indicated the Lucerne may be a short run and replaced by the GLB RWD Statesman-based vehicle. I'm having a hard time believing Hamtramck will be making G-platform vehicles past 2010. But yes, Malibu on EpsII in 2008... then LaCrosse on EpsII in 2009.

The VUE is very competitive to the RAV4... in packaging, pricing, and performance. And yes... Styling is subjective. 2006 VUE (4-Cyl VUEs have a 4-Speed automatic) 4-Cyl (143hp) FWD - $17,390 4-Cyl (170hp) Hybrid - less than $23,000 (6-Cyl VUEs have a 5-Speed automatic) 6-Cyl (250hp) FWD - $21,390 6-Cyl (250hp) AWD - $23,050 2006 RAV4 (4-Cyl RAV4's have a 4-speed Automatic) 4-Cyl (166hp) FWD - $20,300 4-Cyl (166hp) AWD - $21,700 4-Cyl (166hp) FWD Sport - $21,875 4-Cyl (166hp) AWD Sport - $23,275 4-Cyl (166hp) FWD Limited - $22,555 4-Cyl (166hp) AWD Limited - $23,955 (6-Cyl RAV4's have a 5-Speed Automatic) 6-Cyl (269hp) FWD - $22,335 6-Cyl (269hp) AWD - $23,735 6-Cyl (269hp) FWD Sport - $23,790 6-Cyl (269hp) AWD Sport - $25,190 6-Cyl (269hp) FWD Limited - $24,470 6-Cyl (269hp) AWD Limited - $25,870

Maybe I'm blind... but outside of the Steeringwheel being different, the interior looks identical to the current model:

Uhm... guys... Have we even seen prices for Outlook or Aura? Don't you think we need to wait for those before saying a vehicle is competitive or not... especially when comparing base trims. As for Aura itself, we haven't seen stats for Greenline or Redline trims. Saying it's 'barely competitive' or 'doesn't break new ground' without looking at the Hybrid or Performance versions means you're only looking at half the picture.

Can anyone photoshop out the split between the oversized grilles? I just wonder if it would look better with one whole grille.

Treadmarks Fine Dining The Gas Station The Leaky Gasket The Spare Tire Just Waxed Bakery

I think that's the stereo for non-navi Maximas. Look at the knob & display position to the air vents and then look at the pics with Nav.

I don't care for the new Altima, but I like this! For some reason I see subtle J30 styling elements. I actually like the exterior proportions better than the M-Series.

I must be looking at a different vehicle than you guys... because I'm not impressed... and I actually like Nissans & Infinitis.

Okay, but how is the Sportage, Tucson, Escape, Grand Vitara, CR-V, Compass, & Outlander superior? Maybe one competitor can beat the VUE, but the VUE is still considered a class-leader by comparison to all competitors in its class.

Actually, Outlook and Sky use different HVAC controls than the Aura. The Outlook's are also integrated into a single center-stack faceplate. They aren't plugged in. Aura center stack: Outlook center stack: Sky center stack:

Yeah, as I mentioned before in another topic, Seattle no longer has a local dealer. Nearest dealership to Downtown Seattle is 17 miles south. The rest are over 30 miles away. The Eastside dealership (Bellevue Mitsubishi) closed 2 years ago. Not very convenient to anyone.

Cobalt's sales are up 80% compared to 1st Qtr last year. I sincerely doubt those are all Cavalier trade-ins either... so I wouldn't say that we're inflating its performance.

Don't forget Nissan won certain CAFE exemptions until 2010. So Nissan is definitely in a world of trouble at the end of the decade if things don't change for them.

Thank you! But we've already posted the official release info and pics. See Press Release info and continue discussions in the 2006 New York Intl Auto Show forum

Thought it would be a good idea to compare the two and give GM credit for not badge-engineering the Lambdas: Exterior Front: Exterior Side: Exterior Rear: Interior:

You're too kind, wildcat. Thanks and you're welcome!

You've said this before... and I just don't see it. Yes, they're in most GM vehicles, but no, they do not scream cheap. The Malibu/G6 controls scream cheap... not the Aura's. Malibu/G6 controls

NEW ECOTEC 2.0-LITER DIRECT INJECTION TURBO ENGINE Advanced combustion technology improves power and efficiency in the 2007 Saturn Sky Red Line NEW YORK – General Motors introduced its new and most powerful Ecotec 2.0-liter direct injection turbo engine in the 2007 Saturn Sky Red Line at the New York International Auto Show. It produces 260 horsepower (194 kw) and 260 lb.-ft. of torque (353 Nm),* making it GM’s highest specific output engine ever, at 2.1 horsepower per cubic inch of displacement (130 hp / 97 kw per liter). The Saturn Sky Red Line and the Pontiac Solstice GXP are GM’s first spark ignition direct injection offerings for North America. Gasoline direct injection technology helps the Ecotec engine produce more power while maintaining the lower fuel consumption of a small displacement port-injected engine. Variable valve timing and an intercooled, twin-scroll turbocharging system are used to optimize the Ecotec 2.0-liter Turbo engine’s performance. “This new engine builds on our racing experience and outstanding reputation with the Ecotec family. It combines advanced engine technologies that deliver super-car performance,” said Tom Stephens, group vice president, GM Powertrain. The Ecotec 2.0-liter Turbo was developed with the global resources of GM Powertrain in the United States and Europe, drawing on expertise from the naturally aspirated Ecotec 2.2-liter direct injection engine used in some European applications and the 2.0-liter turbocharged engines already in production. With direct injection, fuel is delivered directly to the combustion chamber to create a more complete burn of the air/fuel mixture. Less fuel is required to produce the equivalent horsepower, especially at normal cruising speeds, of a conventional port-injection combustion system. “Direct injection technology works well with turbocharging and helps deliver a great balance of power and economy,” said Ed Groff, assistant chief engineer, Ecotec 2.0-liter Turbo engine. “The Ecotec 2.0-liter Turbo produces the power expected of a V-6, but in a smaller, more efficient package – and the driving response is simply terrific.” A dual-scroll turbocharger with a lightweight turbine provides nearly instant power, and an air-to-air intercooling system bolsters the turbo’s performance by reducing inlet temperatures. Dual cam phasing complements the turbocharging system by optimizing valve timing at lower rpm for best turbo response and quick engine torque build-up time. The Ecotec 2.0-liter Turbo uses a stronger, “Gen II” Ecotec engine block, which was developed with input from racing experience to support increased horsepower and torque. The cylinder block bulkheads – the areas where the main bearing caps are attached – and the bore walls are enlarged for strength. Other areas of the engine were enhanced to reinforce the structure, and the water jacket is deeper for added cooling capacity and improved cylinder bore roundness. This architecture is shared with the 2.4-liter Ecotec engine that debuted in the Pontiac Solstice roadster. Highlights of the Ecotec 2.0-liter Turbo engine include: Steel crankshaft Forged connecting rods Cast aluminum oil-galley pistons Jet-spray piston cooling 9.2:1 compression ratio Aluminum cylinder head with sodium-filled exhaust valves High-pressure engine-driven fuel pump Variable pressure fuel rail Dual-scroll turbocharger Components including the steel crankshaft, forged connecting rods and cast aluminum pistons are high-strength items that enhance durability. Jet-spray oil cooling directed toward an oil-galley piston help reduce piston temperatures. The system delivers pressurized oil to continuously lubricate and cool the pistons, which reduces friction and noise and ensures durability for the engine’s higher power levels. To enhance combustion, the piston tops feature a dish shape that deflects injected fuel toward the spark plugs. To accommodate the direct injection system, the Ecotec 2.0-liter Turbo has a unique cylinder head and intake manifold. The cylinder head incorporates mounting locations for the fuel injectors – which are typically mounted in the intake ports or intake manifold on port injection engines. A high-pressure fuel pump delivers fuel to a variable-pressure fuel rail. Fuel enters the combustion chamber through precision multi-hole fuel injectors. The fuel pump, fuel rail pressure, fuel injection timing and injection duration are controlled by the engine control module. In this way, fuel is metered and delivered in a finely atomized spray. Apart from the mounting positions of the fuel injectors, the cylinder head has conventional port and combustion chamber designs, although both are optimized for direct injection and high boost pressures. The sodium-filled exhaust valves and stainless steel exhaust manifold are durable components designed to stand up to the high-performance capability of the engine. The unique cylinder head, fuel system, pistons, intake manifold and the dual-scroll turbocharger are the only major components that differentiate the 2.0-liter Turbo from other members of the Ecotec engine family. Mobil 1 synthetic engine oil is installed at the factory. Synthetic oil was selected for its friction-reducing capabilities and high-temperature performance. How direct injection works Gasoline direct injection differs from the fuel delivery process of a conventional engine by delivering fuel directly into the combustion chamber, where it is mixed with air drawn into the chamber. The combustion process of conventional fuel-injected engines uses air and fuel that are mixed in the intake port or intake manifold prior to being introduced into the combustion chamber. Direct injection is a continuation of the evolutionary process of moving the fuel introduction point closer to the combustion location to improve control. With the Ecotec 2.0-liter Turbo, fuel is introduced directly to the combustion chamber during the intake stroke. As the piston approaches top-dead center, the spark plug ignites the mixture, giving the name spark ignition direct injection (SIDI). The fuel injectors are located beneath the intake ports. SIDI allows the mixture to be “leaner” – less fuel, more air – at full power. SIDI also permits a slightly higher compression ratio than if the fuel were delivered with conventional fuel injection. The result is better fuel consumption at part and full throttle. The engine uses conventional spark plugs similar to those in other Ecotec engines. A high-pressure, returnless fuel system is employed. It features a high-strength stainless steel fuel line that feeds a variable-pressure fuel rail. Direct injection requires higher fuel pressure than conventional fuel-injected engines, and an engine-driven high-pressure fuel pump is used to supply up to 2,250 psi (155 bar) of pressure. The system regulates lower fuel pressure at idle – approximately 752 psi (50 bar) and higher pressure at wide-open throttle. The cam-driven high-pressure pumps works in conjunction with a conventional fuel tank-mounted supply pump. Direct injection’s precise fuel delivery enables more complete combustion to help reduce emissions, particularly on cold starts – the time when most engine emissions are typically created. Also, direct injection permits a higher compression ratio in the engine, which positively influences fuel economy. At certain power levels, the boosted SIDI engine can provide significant fuel economy benefits compared to a larger displacement naturally aspirated engine. Turbocharging system A unique, dual-scroll turbocharger is partnered with an air-to-air intercooling system to provide up to approximately 20 psi (1.38 bar) of power-enhancing boost. The dual-scroll turbocharger delivers nearly instant response, as dual exhaust passages from the engine to the turbine housing guide exhaust gas to the turbine. This reduces lag time, or spool-up, at low rpm. “There is virtually no lag with this system,” said Groff. “Throttle response is immediate. The engine acts like a larger displacement engine.” The turbocharger is matched to the engine’s displacement and performance objectives. It is supported by the air-to-air intercooling system, which uses fresh air drawn through a heat exchanger to reduce the temperature of the warmer compressed air forced through the intake system by the turbocharger. Inlet temperature is reduced by approximately 212 degrees Fahrenheit (100 degrees C), enhancing performance because cooler air is denser and promotes optimal combustion. Dual cam phasing The camshafts of the Ecotec 2.0-liter Turbo engine have phasers that support the continuously variable intake and exhaust valve timing. They also have cam position sensors, so that the engine control module can accurately control valve timing. The crankshaft and camshaft position sensors are digital. A new engine controller, specific to the engine, is used to sense and control the engine’s performance parameters. Variable intake and exhaust timing works synergistically with both the gasoline direct injection and turbocharging systems. The variable engine timing enabled by cam phasing allows the combustion process to be optimized. Also, valve “overlap” at low rpm can be adjusted by the controller to increase the response of the turbocharger, providing a more immediate feeling of power. Ecotec family traits The Ecotec 2.0-liter Turbo is built on a global platform that was designed at the outset for a range of performance and combustion capabilities. The Gen II block supports the high-performance demands of the engine, but it is merely a strengthened version of the original Ecotec architecture. The oil pump, for example, is the same as those used in all other Ecotec engines. It was originally designed to support high-performance applications of future engines. “The 2.0-liter Turbo is the pinnacle of Ecotec performance to date, with additional growth planned. The groundwork for its capabilities was laid on the drawing table at the very beginning of the Ecotec’s development,” said Groff. “Prior work and a far-thinking engine design continue to help GM respond to market demands around the globe more quickly and with greater accuracy.” This new Ecotec family member also has traits that have helped forge a reputation for durability and sophistication: Dual overhead camshafts (DOHC) and four valves per cylinder Twin counter-rotating balance shafts for operational smoothness Electronic throttle control Low-friction, roller-finger follower valvetrain with hydraulic lash adjusters Low-maintenance chain-drive for the camshafts 58X crankshaft positioning Direct-mount accessories, which reduce or eliminate traditional sources of noise and vibration Full-circle transmission mount to reduce noise and vibration GM Oil Life System, which can reduce the frequency of oil changes Innovative cast-in oil filter housing, which eliminates the need to crawl under the vehicle to perform oil changes and eliminates throwaway oil filter cans that retain used oil As with other engines in the Ecotec family, the 2.0-liter Turbo engine also has premium features designed to ensure smooth and quiet operation, including a polymer coating and skirt design for the pistons that reduces noise during cold starts. An automatic hydraulic tensioner also is used to maintain optimal tension on the timing chain, which reduces noise and vibration. General Motors Corp. (NYSE: GM), the world’s largest automaker, has been the global industry sales leader for 75 years. Founded in 1908, GM today employs about 327,000 people around the world. With global headquarters in Detroit, GM manufactures its cars and trucks in 33 countries . In 2005, 9.17 million GM cars and trucks were sold globally under the following brands: Buick, Cadillac, Chevrolet, GMC, GM Daewoo, Holden, HUMMER, Opel, Pontiac, Saab, Saturn and Vauxhall. More information on GM can be found at www.gm.com. *SAE certification pending. A new voluntary power and torque certification procedure developed by the SAE Engine Test Code committee was approved March 31, 2005. This procedure (J2723) ensures fair, accurate ratings for horsepower and torque by allowing manufacturers to certify their engines through third-party witness testing. GM was the first auto manufacturer to begin using the procedure and expects to use it for all newly rated engines in the future. ECOTEC 2.0L TURBO SPECIFICATIONS Assembly site: Spring Hill, Tenn. Applications: 2007 Saturn Sky Red Line 2007 Opel GT 2007 Pontiac Solstice GXP Type: 2.0-liter DOHC turbocharged I4 Displacement (cu in/ cc): 122 / 1998 Bore x stroke (in x mm): 3.39 x 3.39 / 86 x 86 Block material: 319 aluminum Cylinder head material: 356 T6 aluminum Intake manifold: cast aluminum Exhaust manifolds: cast stainless steel Compression ratio: 9.2:1 Valve configuration: overhead cam; four valves per cylinder Valve lifters: hydraulic lash adjuster, roller finger follower Firing order: 1-3-4-2 Fuel system: Gasoline high-pressure, variable-rail pressure, spark ignition direct injection (SIDI) Horsepower (hp / kw): 260 / 194 @ 5300 rpm (SAE certification pending.)* Torque (lb.-ft. / Nm): 260 / 353 @ 2500 – 5300 rpm (SAE certification pending.)* Fuel shut-off: 6300 rpm Crankshaft: forged steel Connecting rods: forged steel Additional features: air-to-air intercooled dual scroll turbocharger system, variable valve timing, electronic throttle control, pressure-actuated piston cooling jets, extended-life spark plugs, extended-life coolant, GM oil level sensor, extended-life accessory drive belt, Nimonic sodium-filled exhaust valves

INNOVATIVE, COMPACT SIX-SPEED FWD AND AWD TRANSMISSION HANDLES HIGH TORQUE AND BOASTS SMOOTH SHIFTING; AIDS FUEL EFFICIENCY Clever and efficient transmission to debut on 2007 Saturn Aura and Outlook On-axis design enables spacious packaging Worldwide dimension leader Advanced clutch-to-clutch shift operation Wide 6.04:1 overall ratio spread Co-developed by GM and Ford Motor Co. AWD available in new Outlook crossover Engine torque capacity from 280 lb.-ft. to 300 lb.-ft. Shift speeds up to 7000 rpm 32-bit intelligent controller included in sophisticated internal transmission electro- hydraulic control module (TEHCM) with 2MB memory Calibrated for quick launch and fuel-efficient cruising Built at GM Powertrain’s assembly plant in Warren, Mich. NEW YORK – The new Hydra-Matic 6T70 and 6T75 six-speed automatic transmissions are making their debut in the all-new 2007 front-wheel drive Saturn Aura midsize sedan and the front- or all-wheel drive 2007 Saturn Outlook crossover SUV. General Motors co-developed this transaxle with Ford Motor Co., the result being a new six-speed featuring state-of-the-art dimensions and enabling both spacious packaging and potential safety design opportunities. The 6T70/75’s clutch-to-clutch operation allows for reduced complexity and compact packaging, which enables the transmission’s three gearsets to be on the same axis as the engine crankshaft. This reduces the amount of room necessary in the engine compartment for the drivetrain, both front-to-back and top-to-bottom. The compact size allows vehicle designers to optimize interior room, as well as lower the hoodline for aerodynamic efficiency. The spread of ratios between first and sixth gear is a wide 6.04:1 overall ratio. This means a lower first gear helps the engine accelerate the vehicle from a stop, and the high top gear lets the engine operate as slowly as possible during cruising. As a result, performance is improved by approximately 6 percent to 8 percent, and fuel economy is improved by 2 percent to 4 percent, when compared to a four-speed automatic transmission. The first gear is a very low 4.48:1, while the sixth gear is a 0.74:1 overdrive, which reduces rpm at high speeds, thereby reducing engine noise and vibrations. Fifth gear is a 1:1 direct drive ratio. The final drive ratios can be tailored to each vehicle’s performance requirements, and the design allows a wide variety of final drive ratios. For the Saturn Outlook, the final drive ratio is 3.16:1, while the Aura sedan uses a taller 2.77:1 ratio. The 6T70 is rated for engines up to 315 horsepower and 280 lb.-ft. of torque, and with its larger transfer gears, a five-pinion input carrier and beefier structural ribbing on its aluminum case, the 6T75 can handle engines up to 315 horsepower and 300 lb.-ft. of torque. The co-development by GM and Ford meant that many common components of the transmission are shared, along with the on-axis design; but the controls, calibrations and operation of the transmission are unique to each company. Costs and development time were reduced in some areas by 50 percent because of the co-development process. “The additional gear states are almost like having two transmissions in one,” said Bob Vargo, assistant chief engineer for the new transaxle. “The low first gear provides tremendous off-the-line acceleration, but the transmission is able to use the middle gears to evenly distribute the torque and offers an overdrive sixth gear that helps deliver great fuel economy.” Because there are six gears instead of four, the difference between ratios is less than in a four-speed automatic, giving the vehicle more options for using the best ratio for speed and load conditions. For example, with the transmission in an optimum ratio on a hill, the engine will not need to downshift or upshift unnecessarily. Driver Shift Control further reduces shift events by allowing the driver to select a desired gear for certain road conditions, such as steep and long hills, and automatic grade braking for descending hills. Automatic grade braking reduces brake pedal usage by calculating the rate of acceleration while descending a hill, and retaining a lower gear in the transmission. The electronic controls are designed so that the shift feel is calibrated specifically to either the new midsize sedans or the new midsize crossover vehicles through the timing of the shifts and torque converter lockup speeds. The space-saving hyper-elliptical, narrow section torque converter uses a single-plate lockup clutch that employs GM’s proprietary ECCC (electronic converter clutch control) to dampen driveline vibrations. The Hydra-Matic 6T70/75’s highlights: Dimensions of 357 mm in length and 197 mm in width approach those of some manual transmissions, and are among the most compact for a six-speed automatic, and for front- and all-wheel drive vehicles with transverse-mounted powertrains Clutch-to-clutch shift operation for all shifts except 1-2 reduces mechanical complexity and mass, and is calibrated for smooth shift feel Integrated transmission electro-hydraulic control module (TEHCM) with driver shift control (DSC), auto grade braking for consistent speed in hilly terrain and while towing or fully loaded Internal control module reduces powertrain complexity Heat-treated gears are honed for a more precise fit, reducing noise, vibration and harshness Hyper-elliptical, narrow-section torque converter enhances packaging and maintains efficiency Reduced number of seals for stronger input shaft design Adjustable capacity vane-type fluid pump enhances fuel economy Although used in some low-volume, high-performance sports cars and luxury sedans, six-speed transmissions are rare in midsize sedans and most high-volume midsize SUVs. GM and Ford Motor Co. recognized a need for a transmission that could accommodate increased powertrain performance while delivering excellent fuel economy. The compact size and reduced complexity afforded by the clutch-to-clutch, on-axis design allowed engineers to provide improved performance and economy with six forward speeds. With its wide ratio spread and capacity for high-torque engines, the 6T70/75 has the capability to transfer more torque to the drive wheels, particularly in the all-wheel drive Outlook. It also helps vehicles to feel livelier at lower speeds for a given engine, particularly at launch or when starting from a stoplight. The 6T70/75’s advanced clutch-to-clutch operation is designed for smooth shift feel and packaging efficiency. All shifts except 1-2 (the transmission “free wheels” in first) feature clutch-to-clutch operation. The sophisticated electronic controls allow timing the clutch-to-clutch engagements and disengagements so that the transfer of power from one gear to the next is transparent to the driver. The three conventional planetary gears, with three stationary clutches and two rotating clutches, can be packaged in a smaller space without additional freewheeling mechanisms. It’s a simple, less complex design that enables the packaging of six gears in the space of a four-speed automatic. A sophisticated transmission electro-hydraulic control module (TEHCM) is mounted inside the 6T70/75, reducing vehicle complexity. Similar to the control system used in the Hydra-Matic six-speed rear-wheel drive transmissions, the TEHCM offers improved quality through its hard-wired connections and pre-calibration during the controller’s manufacture. The unit is located entirely within the transmission and operates while bathed in transmission fluid. Locating the controller internally facilitates the modular design and assembly strategy while also shielding the unit from the outside environment. Temperatures are consistent inside the transmission. GM’s proprietary model-based controls strategy reaches a greater level of sophistication in the new transverse six-speed transmission family, said Vargo. The 32-bit system incorporates three levels of “learning” that actually allow the components to adapt to one another. It is not uncommon to have a transmission-control module that adapts to the specific transmission with which it is mated; however, the 6T70/75 accomplishes this with two steps: when the control module assembly is manufactured, and when it is installed inside the transmission. As with other GM transmissions, the programming optimizes performance characteristics according to a variety of vehicle inputs. Finally, the new six-speed automatic adds another level of adaptability. Certain components within the major subsystems that make up the transmission “learn” from one another – via the controller software – in a unique form of self-adaptation that maximizes the interface of all the “networked” components. This procedure takes place as the transmission “tests” itself and the interaction of its internal components before it is shipped from the assembly plant. The TEHCM also enables performance-oriented and driver-controllable shift features, including driver shift control (DSC) “tap shift” and auto-grade braking for the midsize SUV and Performance Algorithm Shifting (PAS) for the midsize sedan. PAS recognizes a driver’s particular style of throttle and brake application and essentially “reads his or her mind” and predicts which gear will be most advantageous for performance driving or economical cruising. SPECIFICATIONS HYDRA-MATIC 6T70 (MH2), 6T75 (MY9, MH6 AWD) SIX-SPEED AUTOMATIC Type: six-speed transverse, electronically controlled, automatic overdrive transmission Maximum engine horsepower: 315 Maximum engine torque: 280 to 300 lb-ft Maximum gearbox torque: 380 lb-ft Gear ratios: First: 4.48 Second: 2.87 Third: 1.84 Fourth: 1.41 Fifth: 1.00 Sixth: 0.74 Reverse: 2.88 Final drive ratio: 3.16 (FWD / AWD); 2.73 (FWD) 5-position quadrant: P, R, N, D, (M) Case material: die-cast aluminum Shift pattern: (2) three-way on/off solenoids Shift quality: five variable bleed solenoids Torque converter clutch: variable bleed solenoid Converter size: 258 mm Transmission weight (kg / lb): 102 / 273 (wet) Fluid type: Dexron® VI Fluid capacity (L / qt): 9.0 Assembly site: Warren , Mich. Additional features: clutch-to-clutch operation (except 1-2); integrated transmission electro-hydraulic control module with driver shift control and performance algorithm shifting

PREVUE CONCEPT SHOWCASES NEW SATURN DESIGN DIRECTION NEW YORK – The Saturn PreVue crossover concept – revealed today at the New York International Auto Show – continues Saturn’s ongoing product revitalization and provides a glimpse of future Saturn vehicle designs. The three-door, four-wheel drive crossover offers a sporty interpretation of Saturn’s new design language and illustrates how it could be applied to a future version of Saturn’s highly successful Vue compact SUV. The PreVue was collaboratively developed with GM’s Opel brand and was seen as the Opel Antara GTC concept at the Frankfurt Motor Show in 2005. The vehicle is part of the ongoing cooperation between the Saturn and Opel brands. "There is significant synergy between Opel and Saturn," said Jill Lajdziak, Saturn general manager. "Both brands play in similar market segments, have similar competitors and target similar customers in their respective regions." Unveiled with the PreVue concept were three new production vehicles that will arrive at Saturn retailers in 2006: the Aura midsize sedan, Sky Red Line roadster and Outlook crossover utility. The current generation of Saturn’s Vue continues to be popular, with more than 350,000 vehicles sold since the vehicle debuted in 2002. The PreVue merges the seemingly contradictory design elements of a sporty coupe and a powerful SUV. Coupe-like features include the two doors and tailgate, along with a side window design sans B-pillar and an elegantly sloping roof. These cues combine with SUV characteristics such as powerful side shoulders and wheel cutouts; steeply inclined windows; stable flanks and short overhangs for large approach and departure angles. “The PreVue is sporty, aggressive and emotional, and fits in perfectly with Saturn’s brand character,” said Phil Zak, PreVue design director. “ The result is a refined shape that conveys adventure and performance, even when stationary.” Attention to detail is clear in the PreVue styling. In front, the crossover features a V-shaped brushed aluminum radiator grille, detailed, jewel-like headlamps and Saturn badging. The front and rear underside protection has been cut from solid aluminum, as has the edge protection strip in the luggage area. In profile, frameless windows slope downward, accentuating its coupe-like silhouette, and louvers on the sides of the fenders fit into fine aluminum frames, much like the vents on the side of the engine hood and exhaust openings behind the doors. An Everglade Mica green exterior features contrasting dark bumpers and bottom body strip. Inspiration for this body strip came from the soles of athletic shoes, and the pattern repeats on the accelerator and brake pedal surfaces. Door handles retract flush with the body, and only slide out when the driver approaches the vehicle with a remote door opener. On the roof, two silver strips flank the body-colored center strip, which separates two sunroofs and merges with the pantographic hinge that’s affixed to the tailgate. The innovative design moves up and forward when the tailgate opens – so drivers don’t have to step back when accessing the cargo area. Front and rear headlamps consist of light-emitting diodes, which have a longer life and shorter response times than conventional lamps. The lamp units are smoothly integrated into the front fenders, and in the rear, they form a brilliant highlight in transition from side shoulder to rear. Polished aluminum 20-inch wheels complete the package. On the inside, generous use of warm tones and leather mix with carbon fiber seatbacks, as well as stainless steel and aluminum cockpit elements. Designers opted for a two-toned interior, with dark brown dominating the upper part of the instrument panel and door liners, with light beige lower areas, roof, seats and floors. The panoramic roof system features two generously sized sunroofs for a bright, cheerful interior, with dark tinted glass protecting passengers from excessive sunlight. The center roof console, which runs the length of the vehicle, offers ample storage space. In addition, a specially designed leather storage bag can be moved along a rail between the front and rear seats, or removed for shopping or sightseeing. The center console accommodates the transmission gear lever, which is ringed by brushed stainless steel; three large round glossy-black vents; and infotainment and HVAC controls, which are backlit in turquoise. The console incorporates handles at each side to accentuate the vehicle’s off-road character. The instrument panel also is backlit in turquoise and encased in an aluminum housing. And instead of traditional carpeting, the floors are fitted with sisal, a ropelike natural fiber typically used in home interiors, for a stylish, durable look. The four seats, mounted to monorails, appear to be floating atop the floor for a spacious, airy appearance. With the press of a button, the seats slide forward to the instrument panel so rear passengers can access the vehicle. The rear seats fold away into the floor, and the sisal-lined cargo area can be folded flat up to the front seats, thanks to a moving double floor. The PreVue is powered by a two-stage turbocharged 212-horsepower (156 kw) twin-turbo version of the Ecotec common-rail diesel engine. It features hefty torque at low engine speeds (295 lb.-ft. / 400 Nm @ 1400 rpm), and is mated to a six-speed automatic transmission. The transversely installed four-cylinder engine features dual overhead camshafts, four valves per cylinder and variable turbo blade geometry. SATURN PREVUE SPECIFICATIONS Vehicle type: two-door, four-passenger crossover Wheelbase (in / mm): 106.6 / 2692 Length (in / mm): 178 / 4530 Width (in / mm): 77.6 / 1970 Height (in / mm): 65 / 1640 Track (in / mm): 61 / 1460 Engine: two-stage turbocharged 212-hp (156 kw) twin-turbo version of Ecotec diesel Transmission: six-speed automatic Wheels: 20-inch polished aluminum Tires: Dunlop

2007 SATURN VUE GREEN LINE PRELIMINARY SPECIFICATIONS Overview Model: 2007 Saturn Vue Green Line Hybrid Body style / driveline: 5-door, 5-passenger, transversely-mounted front-engine and transaxle, front-wheel drive with hybrid assist Construction: steel spaceframe with front and rear crumple zones; polymer front fenders, door panels, rear quarter panels and bumper fascias; galvanized steel hood, roof and liftgate EPA vehicle class: sport utility vehicle Manufacturing location: Spring Hill , Tenn. Key competitors: Toyota Highlander Hybrid, Ford Escape Hybrid, Honda Accord Hybrid Engine Application: Ecotec 2.4L Type: 2.4L DOHC inline 4-cylinder Displacement (cu in / cc): 145 / 2376 Bore & stroke (in / mm): 3.46 x 3.85 / 88 x 98 Block material: cast aluminum with iron cylinder liners Cylinder head material: aluminum Valvetrain: dual overhead camshafts, roller-type finger followers, 4 valves per cylinder Ignition system: distributorless, coil-on-plug module and extended-life platinum-tipped spark plugs Fuel delivery: sequential injection with returnless fuel delivery system Compression ratio: 10.6:1 Horsepower (hp / kw @ rpm): 170 / 127 @ 6600 rpm Torque (lb-ft / Nm @ rpm): 162 / 220 @ 4400 rpm Recommended fuel: 87 octane unleaded Maximum engine speed (rpm): 6900 Emissions controls: positive crankcase ventilation, variable valve timing, catalytic converter, evaporative system Engine control: E67 controller with Hybrid Supervisory software Estimated fuel economy: (mpg city / highway): 27/ 32 (with GM hybrid) Hybrid System Application: GM Hybrid System System type: motor / generator Max. auto-start torque (lb.-ft. / Nm): 115 / 156 Battery pack: NiMH Battery pack peak power (kW): 14.5 (delivering or receiving) Transmission Type: Hydra-Matic 4T45-E 4-speed automatic Hybrid features: auxiliary oil pump, specific electronic controls Gear ratios (:1) First: 2.95 Second: 1.62 Third: 1.00 Fourth: 0.68 Reverse: 2.14 Final drive ratio (:1): 3.63 Chassis/Suspension Front: independent, strut-type with coil springs, anti-roll bar Rear: independent, trailing arm with three lateral locating links, anti-roll bar and coil springs Traction control: all-speed using engine torque reduction Steering type: electric-power-assisted rack-and-pinion Steering ratio: 17.8:1 on-center Steering wheel turns, lock-to-lock: 3.46 Turning circle, curb-to-curb (ft / m): 38 / 11.6 Brakes Type: front / rear vented disc/drum with power assist and std ABS Rotor diameter x thickness (in / mm): front: 11.7 x 1.0 / 296 x 26; rear: 9.8 x 1.7 / 250 x 45 Wheels/Tires Wheel size and type: 6.5-in x 16-in machine cast aluminum Tires: P215/7016 ALS low rolling resistance Dimensions Exterior Wheelbase (in / mm): 106.6 / 2707 Overall length (in / mm): 181.3 / 4605 Overall width (in / mm): 71.6 / 1818 Overall height (in / mm): 65.3/1659 Track (in / mm): front: 61.3 / 1557; rear: 61.2 / 1554 Minimum ground clearance (in / mm): 6.9/175 Step-in height (in / mm): 16.4/415.5 Approach angle (degrees): 17.3 Departure angle (degrees): 22.4 Curb weight (lb / kg): 3474 / 1576 Weight distribution (% front / rear): 59 / 41 Interior Front Rear Seating capacity: 2 3 Headroom without sunroof (in / mm): Headroom with sunroof (in / mm): 40.6 / 1030 39.3 / 999 40.5 / 1028 40.2 / 1021 Legroom (in / mm): 41.3 / 1048 36.5 / 926 Shoulder room (in / mm): 54.7 / 1389 54.7 / 1389 Hip room (in / mm): 51.9 / 1317 52.6 / 1337 Capacities EPA passenger volume (cu ft / L): 113 / 2871 Cargo volume (cu ft / L): 30.8 / 872 Trailer towing maximum (lb / kg): 1500 / 680 Maximum tongue weight (lb / kg): 350 / 113.5 Fuel tank (gal / L): 16.3 / 62.5 Engine oil (qt / L): 5 / 4.7 Cooling system (qt / L): 9 / 8.5

SATURN VUE GREEN LINE HYBRID DELIVERS GREAT FUEL ECONOMY THROUGH NEW, LOWER-COST HYBRID SYSTEM NEW YORK – The 2007 Saturn Vue Green Line Hybrid is the first GM vehicle powered by a new, more affordable hybrid system that delivers an estimated 20-percent improvement in fuel economy, depending on driving conditions. It is expected to deliver an EPA estimated 27 mpg in the city and the best highway mileage of any SUV at 32 mpg. The Vue's hybrid system will cost under $2,000. The full vehicle price will start at less than $23,000. “The Vue Green Line is expected to be the lowest-cost hybrid-powered SUV in the market,” said Mark LaNeve, GM North America vice president of Vehicle Sales, Service and Marketing. “Its lower price allows us to offer the fuel-saving benefits of hybrids to a wider group of customers.” The Vue Green Line uses sophisticated controls and a unique electric motor/generator mated to a 2.4L VVT four-cylinder engine and 4T45-E four-speed transmission. It is a simple and flexible hybrid design that provides additional power from the motor/generator during acceleration and allows increased fuel economy through engine shut-off at idle, fuel cut-off during deceleration and the capability to capture electrical energy through regenerative braking. The Vue Green Line will be available this summer. It is based on the popular Vue SUV, which was restyled for 2006 with distinctive exterior appointments and a more refined interior. “As Saturn continues an aggressive product lineup expansion, a hybrid version of the popular Vue is a natural addition,” said Saturn General Manager Jill Lajdziak. “The Vue Green Line st rengthens our position as an environmentally aware brand that provides great value – an attribute that has always appealed to Saturn customers.” Along with the Vue Green Line, Saturn will introduce the Sky roadster, Aura midsize sedan and Outlook crossover utility vehicle during 2006. Fuel-saving performance Vue Green Line’s innovative 2.4-liter hybrid powertrain is rated at 170 horsepower (127 kw), a powerful increase from the 143 hp provided by the 2.2-liter engine in the conventional four-cylinder Vue. This maintains the vehicle’s sporty feel, with acceleration better or equal to many non-hybrid SUVs. The Vue’s hybrid system reduces fuel consumption by: Shutting off the engine when the vehicle is stopped, to minimize idling Restarting the engine promptly when the brake pedal is released Enabling early fuel shut-off during vehicle deceleration Capturing vehicle kinetic energy during deceleration (regenerative braking) to charge an advanced nickel metal hydride battery Performing intelligent battery charging when it is most efficient Additionally, the system provides additional power from the electric motor/generator during launch, when required. At wide-open throttle, such as during a passing maneuver, the system improves acceleration feel by using the motor/generator to bolster the gasoline engine to achieve maximum power. The new hybrid system also is designed to automatically maintain full accessory functionality, including climate control, when the vehicle is stopped, so that hybrid operation is transparent to the driver and passengers. The Vue Hybrid allows an appropriate balance between fuel economy and comfort by providing a system with two driver-selectable operating modes. An economy mode favors fuel economy by limiting the affect of air conditioning, while the other mode favors maximum passenger comfort and defogging performance. Three hybrid systems The Vue Green Line is one of 12 hybrids GM will launch, providing customers with several levels of fuel economy savings at different price points on vehicles ranging from cars to full-size SUVs. GM launched the world’s first hybrid pickup trucks in 2004, with retail availability expanding nationwide with the 2006 model year. GM’s all-new, two-mode hybrid system, developed in collaboration with BMW and DaimlerChrysler, is uniquely compact and scalable to vehicles of all sizes. This new system will debut in GM’s new, full-size Chevy Tahoe and GMC Yukon SUVs in 2007.

2007 SATURN SKY SPECIFICATIONS 2007 SATURN SKY RED LINE PRESS RELEASE Overview Models: Saturn Sky, Sky Red Line Body style / driveline: 2-passenger, 2-door roadster; front-engine, rear-wheel drive Construction: lower dominant, integral hydroformed tube and stamped steel body structure with enclosed central tunnel EPA vehicle class: two-seater Manufacturing location: Wilmington , Del. Key competitors: Mazda MX5, Honda S2000 Engine Ecotec 2.4L (LE5) Ecotec 2.0L Turbo (LNF) Type: 2.4L DOHC I-4 2.0L DOHC I-4 Displacement (cu in / cc): 145 / 2384 122 / 1998 Bore & stroke (in / mm): 3.46 x 3.86 / 88 x 98 3.39 x 3.39 / 86 x 86 Block material: cast aluminum cast aluminum Cylinder head material: cast aluminum cast aluminum Valvetrain: dual variable valve timing, overhead camshafts, 4 valves per cylinder dual variable valve timing, overhead camshafts, 4 valves per cylinder Ignition system: individual coil on plug individual coil on plug Fuel delivery: sequential fuel injection and electronic throttle control direct injection with a variable high pressure rail and electronic throttle control Compression ratio: 10.4:1 9.2:1 Horsepower (hp / kw @ rpm): 177 / 132 @ 6600 260 / 194 @ 5300* Torque (lb-ft / Nm @ rpm): 166 / 225 @ 4800 260 / 353 @ 2500 – 5300 rpm* Recommended fuel: premium recommended but not required premium recommended but not required Max engine speed (fuel cut-off): 7000 rpm 6300 rpm Emissions controls: close-coupled catalytic converter; Quick-Sync 58x ignition system; returnless fuel rail; fast-response O2 sensor close-coupled catalytic converter; Quick-Sync 58x ignition system; returnless fuel rail; wide range O2 sensor Estimated fuel economy (mpg city / hwy / combined): 20 / 28 / 24 manual 22 / 26 / 24 automatic 21 / 30 / 24 manual 19 / 27 / 22 automatic Transmission Type: 5-spd manual (MA5) 5L40-E 5-spd automatic Gear ratios: (:1): First: 3.75 3.42 Second: 2.26 2.21 Third: 1.37 1.60 Fourth: 1.00 1.00 Fifth: 0.73 0.75 Reverse: 3.67 3.02 Final drive ratio: 3.91:1 (LE5) / 3.73 (LNF) 3.91:1 (LE5) / 3.73 (LNF) Chassis/Suspension Sky Sky Red Line Front: independent short/long arm, with 27.2 mm hollow stabilizer bar independent short/long arm, with 33.3 mm hollow stabilizer bar; unique Red Line coil springs Rear: independent short/long arm, with 24.2 mm stabilizer bar independent short/long arm, with 25.4 mm hollow stabilizer bar; unique Red Line coil springs Steering type: hydraulic power rack-and-pinion Steering ratio: 16.4:1 Steering wheel turns, lock-to-lock: 2.7 Turning circle, curb-to-curb (ft / m): 34.9 / 10.6 Brakes Sky Sky Red Line Type: four-wheel disc, ABS with dynamic rear proportioning four-wheel disc, ABS with dynamic rear proportioning and Electronic Stability Control (ESC) Rotor diameter x thickness (in / mm): front: 11.7 x 1 / 297 x 25; vented rear: 10.9 x 0.5 / 277 x 13; solid Swept area (sq in / sq cm): front: 243 / 1570 rear: 189 / 1221 Wheels/Tires Sky Sky Red Line Wheel size and type: 18-inch x 8-inch five-spoke flangeless painted alloy (chrome finish optional) 18-inch x 8-inch five-spoke flangeless polished aluminum alloy (chrome finish optional) Tires: P245/45R18 Goodyear Eagle RSA 96V P245/45R18 Goodyear Eagle F1 GS2 96W Max lateral acceleration (skidpad): 0.90g 0.90g Dimensions Exterior Wheelbase (in / mm): 95.1 / 2415 Overall length (in / mm): 161.1 / 4091 Overall width (in / mm): 71.4 / 1813 Overall height (in / mm): 50.1 / 1273 Track (in / mm): front: 60.7 / 1543 rear: 61.4 / 1560 Estimated curb weight, base (lb / kg): 2933 / 1330 man 2963 / 1344 auto 2990 / 1356 manual 3024 / 1372auto Weight distribution (front / rear): approx. 52 / 48 Interior Seating capacity: 2 Headroom (in / mm): 38.4 / 975 Legroom (in / mm): 42.7 / 1085 Shoulder room (in / mm): 52.7 / 1339 Hip room (in / mm): 50.6 / 1284 Capacities EPA interior volume (cu ft / L): 54 / 1529 Passenger volume (cu ft / L): 50 / 1416 Cargo volume (cu ft / L): 5.4 / 153 (top up); 2.0 / 56.6 (top down) Fuel tank (gal / L): 13.6 / 51.5 Engine oil (qt / L): 5 / 4.7 5 / 4.7 Cooling system (qt / L): 7.9 / 7.5 7.9 / 7.5 Performance (estimated, when equipped with manual transmission) Sky Sky Red Line IVM – 60 mph (sec) 7.2 5.5 IVM – ¼ mile (sec) 15.7 13.9 IVM – ¼ mile (mph) 89 100 *Preliminary, pending certification. A new voluntary power and torque certification procedure developed by the SAE Engine Test Code committee was approved March 31, 2005. This procedure (J2723) ensures fair, accurate ratings for horsepower and torque by allowing manufacturers to certify their engines through third-party witness testing. GM was the first auto manufacturer to begin using the procedure and expects to use it for all newly rated engines in the future.