'98 olds intrigue vs. toyota camry le vs. nissan maxima se
America's Newest Sporty Sedan Takes Aim At Japan

Oldsmobile has the '98 Intrigue's cross hairs lined up smack-dab on the steely heart of the volume import-sedan market.

Can domestic iron successfully compete for the hearts, minds, and dollars of dedicated and highly discriminating import-car buyers? The answer, with the possible exception of today's Pontiac Grand Prix or the original Ford Taurus SHO, has been a pretty resounding "no". Nonetheless, General Motors' Oldsmobile division, in a change-or-die play, is betting its future on offering to the American buyer a fleet of "internationally focused" import-antidote vehicles. And Intrigue is the all new midsize sedan in the Olds arsenal.

Before Olds could launch its offensive, it had to ask why some buyers favor import brands. According to its customer research, the most cited factors in favor of the import equation are subdued-but-unique styling, a noticeably more refined overall character, and higher quality. Import buyers also cited livelier acceleration, crisper handling, sharper steering precision, and a tidier exterior package. With the Intriguq Oldsmobile asks, what if those import qualities were offered in an American-made automobile?

Specifically, the all-new '98 Intrigue, offered in standard and GL trims, hasbeen moved into firing position directly against sophisticated five-passenger Japanese sedans - and a limited number of Europeans ones - that hover well-equipped in the $25,000 range. Even the base-level Intrigue competes strongly with a four-speed automatic, air conditioning, anti-lock brakes, and traction control. Our entry-grade tester arrived for battle boasting leather, foglamps, automatic dual-zone air conditioning, a Bose sound system, and "Autobahn" package. Its competitors in this trial-by-fire comparison are two of the very slickest of the breed: the benchmark Toyota Camry LE and the sporty Nissan Maxima SE, both with V-6 engines.

Each of these three sedans strives to offer a sporty, well-equipped driving value, beyond your basic six-pack four-door but without getting into premium-price Japanese luxury brands or Europe's equivalent of Dom Perignon with a steering wheel.

Don't confuse our premium trio with the vast majority of sedans on the street. Almost 4 million cars are sold each year in what is loosely described as the midsize or family-sedan segment. These range in actual size from the Honda Accord at 188.4 inches long and 3219 pounds to the Dodge Intrepid at 201.8 inches long and 3526 pounds. Obviously, that's a sizeable slice of today's rolling hardware. However, Oldsmobile is going after a much narrower, more highly defined piece of the market.

What about the important quality question? The Camry and Maxima are well-recognized automotive standards in terms of build quality. The extra-tight body seams on our test cars looked as if they were penned on the sheetmetal with an extra-fine pencil. Unfortunately, our Intrigue was an early pilot car built during the first few weeks of the assembly plant ramp-ups, so it would be pantently unfair to get out the micrometer and measure it against the Toyota and Nissan production vehicles.

From a cursory examination of the Inrtigue, however, we would risk saying that the body gaps were narrow and parallel, and not a piece of carpet or trim was crooked or even slightly out of place. We're betting the regular production Intrigues, due to arrive in showrooms this spring, will likely measure up quite well against the ultra-well-knit import models.

Oldsmobile confidently delivered an early-build Intrigue to be flogged against these two midsize import paragons, so we took to the highways and blasted around the track to find out if the Intrigue meets the import standard. Here's the scoop.

No mechanical system contributes more to a vehicle's character than its powertrain. It's interesting to note that Oldsmobile almost installed a completely different engine from this 3800 V-6; the corporation had originally intended to slip its existing 3.4-liter/215 horsepower DOHC V-6 into the Intrigue's engine bay. Olds insiders maintain, however, that the 3400 was never supposed to be a long-term solution. Rather, it was to be a short-term place-holder until the all-new, all-aluminum 3500 DOHC V-6 arrives next year.

ALthough the 3.4-liter would have easily met the Intrigue program's 200 horsepower target, compared to the import V-6s it's a relatively rough and noisy peice, derived from the corporation's veteran 2.8-liter OHV V-6, which was originally developed for GM's late 70s X-cars. During final market research, potential customers driving prototypes Intrigues observed that the 3400 sounded loud and even strined at higher rpm.

Development stopped. No doubt, a few corporate backs were lashed. Engine mounts and transaxle bolt patterns were modified. And six months before the first pilot 3400-equipped Intrigues were to go down the assembly line, Olds pulled the plug on the powerplant and swapped in the quite excellent, 195-horse OHV 3800 V-6.

That eleventh-hour powertrain decision was fortunate for Intrigue buyers and for Olds. Driving and acceleration tests reveal that the 3.8-liter 90-degree V-6 is a launch monster particularly on the highway. GM claims the powerplant also sets internal standards for low emissions, low weight, and compact size. In fact, the only area where we felt it gave up a few points to the import V-6s was on idle smoothness under certain conditions. Of course, it had to be great. It's the only engine available until next year, when the baby Northstar V-6 arrives.

It's also the same base engine available in the Intrigue's sister vehicles, the Pontiac Grand Prix and Buick Regal. But, unlike in the Pontiac and Buick, a supercharged 3800 Intrigue isn't available. Still, even without the blower and Intrigue's sizeable weight handicap, the rookie domestic ran virtually head to head with the much lighter Camry.

Another important powertrain factor in the Intrigue's favor is the shift quality of the 4T65-E. This four-speed GM Hydramatic transaxle matches the shift quickness and smoothness of import automatics. When rolling down a side street or blazing onto an entrance ramp, the gear changes are very nearly transparent. Indeed, the driving impression is that power is simply flowing gently or rushing to the front wheels, without the characteristic ratio steps.

Unfortunately for those of us who like to select our own ratios, Olds doesn't offer a manual transmission in this sedan - a serious omission in a car that wants to be seen as an import contender.

Of the three engines in this evaluation, the 3.0-liter/190-horsepower DOHC V-6 in the Nissan Maxima probably had the most of what we'd call "attitude". Push and pull the manual five-speed through its gates, and this smooth V-6 answers with serious thrust and a throaty exhaust note that make passing and merging an emotional high, an accelerative burst, and an absolute auditory blast. It's quite obvious that this engine comes fom the same interesting company that created the original 240Z, the Skyline GT-R, and the Q45's V-8. Aided by the sedan's low mass and the manual, the engine allowed the Maxima to capture top acceleration honors easily, with a 7.1-second sprint to 60 mph, versus a still-quite-strong 7.7 seconds for the Intrigue and Camry.

This particular Nissan's powertrain wasn't quite perfect. The five-speed's gate initially required some cautious familiarization. Possibily abused at some point in its life, the lever's action was vague enough to occasionally cause uncertainty about which gear had been selected. Patient practice, however, allowed the lever to be moved quickly and more confidently from gate to gate. That said, having the manual, even with its minor flaws, added terrifically to the Maxima driving experience. By they way, an electronically controlled four-speed automatic is standard on the luxury-equipped Maxima GLE and optional on both the GX and SE.

The Camry's 3.0-liter engine is soo ghostly quiet and smooth that its outstanding power sort of sneaks up on you. At idle, it's tough to tell that the car;s running without a glance at the tach. With what seems like just gentle throttle squeezes and almost no auditory output, you're suddenly flashing past the rest of the fast-moving traffic at real peril to your license. This all-aluminum, 194-horsepower twin-cam was unquestionably the refinement leader of the trio. Likewise, the Camry's ECTi automatic is very smooth and sets a remarkably high standard for shift quality in this class of automobile. We noticed that a five-speed manual is also available with the base-level Camry CE for owners who prefer to shift for theselves.

One of the most important traditional reasons for owning an import sedan has been handling and braking edge over domestics. The import four-doors have generally had suspension tuning that emphasized steering precision and agility, sometimes to the detriment of ride smoothness and road-grain noise transmission. And Europe's high-speed roadways have made premium braking power and fade resistance absoluely imperative.

Oldsmobile obviously wanted to make a point - and score some points - with its new emphasis on sportiness and handling; it sent us an Intrigue equipped with the Autobahn package, which includes an upgraded brake booster system, organic pads, special brake fluid, bigger front rotors, and RS-A, rather than LS, Goodyear Eagle tires with stiffer sidewalls.

Somewhat remarkably, the ride difference between this package and the standard Intrigue is quite noticeable, due obviously in large part to the tire change. The positive net effect is greater lateral grip with shorter stops and sharper steering response. But along with these benefits come more road noise and what is best described as ride jiggle, even on relatively good road sufaces. We would strongly suggest that for the majority of buyers the standar Intrigue suspension probably provides the best balance between interior isolation and good ride compliance, with a slightly higher level of ride-motion control and overall nibleness than the more softly sprung Camry.

For hard-driving enthusiast buyers who like the confidence-inspiring feel of a frim ride delivered by a highly tuned suspension, the Maxima Se and the Intrigue Autobahn package come close in both performance and overall feel. This is an impression supported by the top handling marks posted by the Maxima SE and the excellent second spot nailed by the Intrigue.

The Camry is quite simply several rungs down fromt eh other two sedans in terms of ultimate grip and handling, but its cushier suspension and rock-solid body structure are just what's required by many long-distance commuters traveling on the generally poor roads surrounding most metropolitan areas. Despite not being in the same dynamic league as the other two cars, the Camry's setup is still fully capable of the odd traffic dodge required to avoid an inattentive or sloppy driver.

All three cars are equipped with standard dual airbags and four-wheel disc brakes. But while the Camry and Intrigue are offered with a standard anti-lock braking system, Maxima customers have to pay $500 extra for this safety feature.

In this test, the Intrigue posted top honors with a 127-foot stopping distance from 60 mph. And although not significantly shorter than the import-model stops, it is still an impressive performance, particularly given the Intrigue's higher weight. The icing on the Intrigue's safety cake is a standard traction-control system for getting started on slippery surfaces.

Another imporlike piece of Intrigu hardware is the magnetic speed-variable power-steering system. Like the best of the import rack-and-pinion units, its steering response is linear, isolation is good, and its on-center response is sharp. Although perhaps slightly overboosted, the Camry's steering feels slicker and even more precise. Maneuvering the Camry in traffic is like using a laser scalpel - just your fingertips are needed. Oddly, despite the Maxima's super-sharp performance in the slalom test, its steering system took us the longest to get comfortable with and felt the least precise or communcative of the three.

The Intrigue's interior is designed for maxima ease. Al major controls and instruments are carfully positioned and clearly marked; the key and hazard warning switches, for example, are a quick glance to the right of the steering column in clear view on the instrument panel's face. The radio is positioned high in the center of the dash to make channel selection or volume adjustments quick and safe.

The Inrigue and Camry instrumentations are crisp and really quite similar in their overall look. For example, both sedans feature a PRNDL display in the driver's instrument pod, as well as next to the shift handle on the console. Obviously, Olds has been studying the competition quite closely. The Intrigue's cluster looks even more like the previous generation Camry's than that of the present iteration. The entire staff felt that a classy and expensive-looking element was lost with the Camry's redesigned dash and cluster. The Maxima instruments are sportier-looking black-on-white units with red needles and seem appropriate to this car's more aggressively high-performance nature. All three sedans' instrument clusters are wonderuflly readable units dominated by a fuel guage, coolant temperature gauge, and big, round analog speedometer and tachometer. Even the trim on the Intrigue's doors and seats is elegantly simple and understated, much like that on an import sedan. Here, the Olds appears to be taking its more subdued aesthetic cue from the Toyota rather than the Nissan. Like the best imports, the Intrigue sports niceties such as map pockets on all four doors, dual columnstalk controls, and convenient cruise-control switches on the steering wheel.

Some drivers felt the Maxima's interior was trying too hard to be sporty, with its whit-face gauges and the austere lines of the dash. Others liked the Nissan interior's racier, no-nonsence edge and the smooth, flush-fasedsweep of its center console. And all agreed that the Maxima's climate-control system was the most logically laid out and thus easiest to use.

But two elements in the Maxima's interior need work. First, the steering column could be shorter to accomodate smaller drivers who must move the seat up to reach the pedale. And second, unlike in the other two sedans, the seat cushions were much too flat and hard for really spirited driving or a long commute.

Although most of the interior dimensions are quite close, the Intrigue still manages to feel like a bigger, roomier car than the imports. When measured, the Intrigue wins the shoulder-room contest in the front and rear seats. But the Maxima has more front head- and legroom. In fact, the Maxima felt as if the entire front cockpit were set up for a larger driver and passenger. he Camry felt cozier inside than the other two competitors and was actually smaller in almost every interior dimension, except rear-seat headroom.

A sometimes overlooked feature when buying a sedan is the usefulness of the trunk. The Intrigue wins the bigger-is-better prize by offering more than two cubic feet of cargo room over the Camry or Maxima. The Toyota and Nissan offerings also lose some additional trunk points with gooseneck decklid hinges that open down into the trunk space, potentially crushing luggage or packages; the Intrigue uses a hinge design that doesn't close down into the cargo area.

The reasons lurking behind the purchase of an import car are many and complex. But if engine performance and overall powertrain refinement are being weighed, the Intrigue, with its 3800 V-6, meets the import standard for fuel efficiency, quietness, and power. Our acceleration tests show that this car will run comfortably with the best midsize import competition.

Yes, we'd like to see a sweet-shifting five-speed manual on the Intrigue option sheet. Frankly, the Maxima SE was considerably more fun to drive than the Camry LE or the Intrigue because of its manual transmission and superbly balanced chassis. In fact, if high-performance driving in general is a heavily weighed buying factor, the Maxima has to get the nod. The SE's raw performance numbers are convincing evidence of a sporting emphasis.

Toyota's Camry LE wasn't the quickest, shortest-stopping, or best-handling sedan in this contest, but it is the best-selling. The Camry's exemplary body solidity, smooth ride, powertrain slickness, tasteful styling, and multitude of highly polished interior details continue to make it a gold standard with buyers and a favorite of the MT staff for day-in and day-out useage.

In driving feel, the Intrigue's good handling and smooth ride fall somewhere between the firm, high-strung sportiness of the Maxima and the laid-back softness and predictability of the Camry, making it a justifiable compromise.

If a buyer is looking for a restrained exterior treatment, the Intrigue approached the sleek and virtually chromeless, body-color invisbility of both the Camry and Maxima. Inside, the Intrigue also closely mimics the simple, form-follows-function shapes and all-business instrumentation of this import class.

The price and value categories, however, are most likely to carry the most weight with shoppers seeking this class of sedan. And, although final Intrigue pricing hadn't been set as of our deadline, Oldsmobile tells us to expect a base of about $21,000 and an as-equipped tally close to $24,000, which notches it in clightly under its Japanese competition, at least at this level of equipment.

In the final summation, we can praise Oldsmobile for making the Intrigue competitive with the Camry and Maxima in terms of Design, styling, and pricing. The X-factor, however, now hinges on whether those brand-loyal family-sedan buyers ultimately will give the newest Oldsmobile the consideration it deserves.