2008 Saturn VUE XE

Here's an important thing to remember about green: it's not a single colour, but a number of different shades. And that goes for "green" cars as well: not all hybrids work the same way, which is essential to know when you're comparison-shopping.

So while many are "full" hybrids and capable of running solely on electric power, the Saturn Vue Green Line is a "mild" hybrid. That means it uses a couple of other features, also found on full hybrids, to increase its fuel economy and reduce overall emissions. The Vue's 2.4-litre four-cylinder engine gets an acceleration boost from an electric motor, and it'll turn off the gasoline engine (for a maximum of two minutes, according to the owner's manual) at the times when you'd normally be idling, such as when you're at a light.

Like all hybrid vehicles currently available, you don't plug in the Vue Green Line (GM says it's working on a Vue that will require a plug-in, although no one's sure when it will get to market). Instead, Vue charges its own battery pack through regenerative braking – and while that system can often make for a firm and artificial pedal feel, Vue's brakes feel like a conventional system.

While the system isn't as flashy as a full hybrid, the "auto-stop" feature really makes its mark in urban commuting, where you can sit in traffic and watch everyone else's tailpipe belch exhaust. (Accessories like the climate control, lights and stereo continue to run, and the electric motor restarts the gasoline engine, so you're not wearing out a conventional starter.)

The Vue's simpler hybrid system is also less costly than a full hybrid. With a base price of $30,790, the Vue undercuts the Toyota Highlander Hybrid by $10,285. The Ford Escape Hybrid comes closer, but it's still $709 more.

The trade-off is that the Vue's fuel-consumption rating is higher than those competitors. It may be a hybrid, but it's a low-tech one.

I drove it in cold weather and while I tried to keep a light foot, I only managed an extremely disappointing 11.4 L/100 km. I suspect the happiest owners will be the ones who spend plenty of time in gridlocked traffic, where the auto-stop feature will have its greatest impact.

Like all Vue models, the hybrid version is all-new for 2008, and it's a really good makeover.

It's far better looking, although buyers who liked the old Vue for its dent-resistant plastic body panels should know that the new one is metal.

The driving experience is also a considerable change. I found the old Vue noisy, with a lot of body roll and over-boosted electric steering that was numb and way too light. It still isn't heavy, but now there's enough weight to it that the driver feels in control.

Most hybrids use a continuously variable transmission, but the Vue has a regular four-speed automatic. A CVT might have provided a bit more fuel economy, but this standard unit gives a conventional feel that some drivers might prefer. While other Vue models can be optioned with all-wheel drive, the hybrid is strictly front-wheel.

The combination of gasoline and electric acceleration adds only a slight horsepower and torque increase over the conventional four-cylinder, but the torque comes in at a lower engine speed. While it isn't nearly as punchy as the V6 offered in the gas-only Vue, it's fine in its role as an urban workhorse.

The hybrid comes in a single trim line, and it's fairly well-equipped; my tester had a $1,455 premium package that added such items as a power seat, heated mirrors, rain-sensing wipers and satellite radio. Other add-ons include sunroof, leather upholstery, six-CD stereo and a tow package, although the maximum is only 680 kg (1,500 lb.).

Save for a couple of uneven panel gaps, the interior is also improved over the old model.

The centre stack looks better, with three large, easy-to-open vents, and the power window switches have been moved from the console to the doors.

A fake carbon fibre accent that looks better than it sounds dresses up the dash above an enormous glovebox. All controls are backlit, including the oft-forgotten mirror switches, and small items go into numerous cubbies, including a pull-out dash box and a two-tiered console box.

The seats are comfortable, with good legroom both front and back. The cargo area is 92 cm long with the back seats in place. Folded, they open it to a flat 160 cm, and when the standard fold-flat front passenger seat is down, items up to 260 cm in length can be carried.

Overall, when compared to its Vue siblings, the hybrid version does a better job at conserving fuel, with a published 8.2 L/100 km in the city. By comparison, the front-wheel XE, the best of the conventional Vues, is rated at 11.0.

But do your homework before buying: Just like when you're painting the living room, it's important to get the shade of green that's best for your wallet and your needs.

Copies rarely turn out better than the original.

Think Ming Dynasty vases. Or the last instalment in the Friday the 13th movie series, 2003's Freddy vs. Jason. Or Dale Earnhardt Junior.

Not so with Saturn's follow-up to its Vue; the General Motors soft `n cuddly brand's first compact crossover utility vehicle.

Thoroughly determined to break the sequel jinx, the updated 2008 Saturn Vue CUV is another arrow in Saturn's increasing filled quiver of vehicles trying to break the public's view of the brand as a purveyor of exclusively cheap wheels.

The base model Vue for '08 is the front-wheel drive XE. It comes with a 169 hp 2.4-litre four banger hitched to a four-speed automatic transmission for $26,990.

A notable $3,425 jump from last year's entry model Vue.

The higher-up '08 XR and Red Line Vues come with a 252 hp 3.6 L and can get close to a $41,000 Acura RDX in price. A gasoline-electric engine Vue Hybrid is scheduled to go on sale next year.

The test Vue, a $33,835 mid-line XE AWD tester had the optional all-wheel-drive system that sends as much as 50 per cent of the juice to the rear wheels when slip at the tires is detected.

The AWD system automatically warrants the 222 hp 3.5 L V6 and two more gears, making it a six-speed slushbox. Optional packages totalling $2,560 added leather in the interior, automatic climate control and heated and illuminated outside mirrors.

Owners of the original '02-`07 Vues may need a heart defibrillator after seeing the price increases.

But standard on all '08 Vues is a healthy allowance of front, side, and curtain airbags, plus anti-lock brakes, traction control, and stability control with a trailer-controlling algorithm.

Keep in mind, the Vue XE AWD, as tested, will siphon less from your wallet than a comparably equipped Hyundai Santa Fe, Mazda CX-7, Mitsubishi Outlander or Toyota RAV4.

Where one can cram seven loved ones into the aforementioned Hyundai, Mitsubishi or Toyota, Saturn has wisely stuck with a conventional two up, three-in-the-back seating plan leaving plenty of legroom for those in the second row.

For a moment, forget about your passengers. As one of the happiest places to be in the new Vue is planted in the driver's seat. Except for the absence of a telescoping function on the steering wheel, the driving position is hard to fault.

Although the Saturn CUV won't overwhelm you with its roominess, it certainly coddles.

The leather package applies hide to the seats, shift knob and steering wheel and bun warmers up front. Combined with the nicely grained soft plastics and metallic and chrome trim, the Vue XE AWD's cabin makes the vehicle feel 10K more expensive than its sticker.

Adding to the Saturn's luxury feel is the low amount of road or suspension noise. A Mazda CX-7 will ultimately corner flatter. But the Vue's solid structure delivers the kind of bend-don't-break ride a German sports sedan owner will recognize.

The Saturn's steering – direct, accurate with plenty of on-centre feel and weight – almost brings to mind a $45,000-plus BMW X3.

The flip side to all of the Vue's solid, Teutonic engineering is an abundance of curb weight.

Comparatively, the Vue's a little chubby. Although the new Vue creates nearly the same size shadow as the last one, it weighs 384 kg more; 191 more than the next heaviest in its class – the Santa Fe – and even 31 kg more than a Land Rover LR2, the heaviest vehicle in a recent luxury CUV comparison.

Because of this, the '08 Vue XE AWD is about two seconds behind the fastest-in-class RAV4 V6 in the run from 0 to 100 km/h.

If fuel consumption is a potential new Vue owner's main concern, its avoirdupois hurts here as well.

Rated at 13.2 L/100 km city and 8.9 highway, as tested the Vue guzzled back at a rate of 13.5 (burp).

To help performance – both on the road and at the pumps – the Vue needs a week or two at Japanese automotive fat farm.

But then, the new Vue XR AWD might come out of there without its refined interior accommodations for five, sophisticated driving dynamics, and generous amount of standard safety kit.

Overweight or not, The Vue: Part Deux, bridges the gap between mainstream CUV pricing and luxury CUV refinement.

Four vehicles vying for the same job are waiting for an interview.

Each candidate brings different characteristics to the table.

One is known for its reliability, another is tech savvy and the third is value conscious and promises more bang for the buck.

Number 4 notes that it's just revamped its attributes to better compete in the marketplace.

Which one do you hire?

Or in the case of the crossover segment, Canada's fastest-growing category of vehicles with nearly 24 per cent sales growth in the past year, which one do you want in your driveway?

Saturn insists its overhauled 2008 Vue is just the ticket to slay the imports (the reliable Toyota RAV4, the technology-driven Honda CR-V, the affordable Hyundai Santa Fe).

The irony is that the rethought Vue is itself an import. It's the North American version of the Opel Antara, which is designed in Germany, engineered in Korea and built in Mexico.

In the past two years, Saturn has rolled out four fresh vehicles: the Aura sedan, Sky roadster and the Outlook and Vue crossovers. The sales numbers say a lot: they're up 98.3 per cent over last year.

"People loved the brand, but they didn't necessarily love the entire product portfolio, which is what we are fixing," says Jill A. Lajdziak, general manager of GM's Saturn division.

Part of that fix is having a finger on the pulse of the competition. Vue underwent an overhaul for 2006, with an all-new model now being introduced some 12 months later.

But finally, one of the Detroit Three is getting in on the action, moving with the crossover trend instead of behind it.

The biggest adjustment for Vue fans is the change in body style. The first generation was more distinctive in its design, with straight lines and a boxy look. While the new five-seater shares cues with the Sky, Aura and Outlook, Saturn touts the new, rounded design as "European influenced."

Many vehicles in this category, however, favour a generic look. Remove the badges from the RAV4, CR-V, Santa Fe and Vue, and there's nothing that really stands out.

Vue pricing also has moved closer to the competition. The 2007 version started at $23,565. The new base model, front-wheel-drive XE rings in at $26,990 (all-wheel drive starts at $31,275).

But there's a simple explanation: If the '07 Vue came equipped with the additional standard goods on the '08, it would cost $27,840. So the newcomer is a better deal.

In up-level XR trim, the FWD model will begin at $31,335 and the AWD variant at $33,920. The performance-oriented Red Line, on sale this fall, opens at $36,020 for FWD and $38,605 for AWD. The Green Line hybrid continues later this fall.

The new standard goods are mostly safety features. They include head curtain side airbags, thorax airbags, collapsible pedals, active head restraints, StabiliTrak, four-wheel disc brakes with ABS and a tire pressure monitoring system.

XM Satellite Radio, 16-inch alloy wheels and an MP3-capable radio are also standard.

What does make the Vue stand out is its choice of three engines. For the 2006 and '07 models, this Saturn came with a 3.5-litre Honda V6.

That arrangement, a partnership that allowed the Japanese auto maker to use GM's diesel technology, was always a short-term plan, says Lajdziak.

The new engines:

2.4-litre four-cylinder with 169 hp and 161 lb.-ft. of torque, paired to a four-speed automatic transmission;

pushrod 3.5-litre V6 (222 hp and 219 lb.-ft. of torque);

high-tech, overhead-cam 3.6-litre V6 (257 hp and 241 lb.-ft. of torque).

The two sixes come with a six-speed automatic transmission, impressive for the compact crossover class.

FWD is standard , with AWD available on the V6 models. The new Vue uses a revamped AWD system – best defined as proactive versus reactive – which adds rear-wheel drive before the front wheel slips, instead of after wheel slippage.

Another standout feature for the new Vue is the ride and handling. Fitted with a stiff steel frame, the ride is a nice balance between truck and car.

The cabin is quiet; there's no overpowering engine or road noise. Though the turn signal is loud and irritating.

Saturn also kicked up the interior. Soft, rubbery material cloaks the dash and good-quality fabric the seats.

The front seats could use better bolstering. When sitting in the passenger seat, roaming through S-turns, I found it hard to stay in place. Leather seats are available on all models.

Automatic climate control, a DVD navigation system and eight-way power driver's seat are optional (there's no sunroof option).

Saturn did not try to cram a third row into the Vue, and that's smart. Too many auto makers have become obsessed with adding space for more riders, but if you've dared to attempt to sit way in the back, you'll likely agree that it's not fun.

Three can fit comfortably on the 60/40-split, second-row bench, though there's no middle head restraint, and the seatbacks recline and fold nearly flat. The front passenger seat folds completely flat, making room for your kayak.

A towing package (the Vue can pull up to 1,587 kg) is available.

Saturn was smart to redo this compact. There's a lot of choice in the crossover segment – and there's more to come. Vue's move upward means it can now attract new customers who otherwise might have opted for Asian contenders.