General Motors vice chairman Tom Stephens, wrote on GM’s FastLane Blog: “The Buick crossover we showed received consistent feedback from large parts of all the audiences that it didn’t fit the premium characteristics that customers have come to expect from Buick.” He added, “We decided that the important plug-in hybrid technology would be applied to another vehicle, at no delay, that we’ll discuss in the very near future.”

GM says it will use the plug-in hybrid powertrain for another vehicle that will debut in 2011. The plug-in hybrid system was originally intended for the Saturn Vue crossover, but those plans were canceled when GM discontinued the Saturn brand.

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General Motors announced last week that it plans to produce the world’s first plug-in hybrid SUV, in the form of a new yet-to-be-named Buick crossover. The new model will first be released in 2010 as a gas-powered vehicle available with two sizes of direct injection engines—a 2.4-liter four-cylinder engine and a 3.0-liter V-6.

The plug-in version, planned for 2011, will curiously use a larger 3.6-liter engine.

The company said the new vehicle would appeal to customers who like the Buick Enclave, but want a smaller more fuel-efficient version. GM claims the plug-in version will get double the fuel efficiency of the gas-only version—but specific targets were not provided. Charging the plug-in Buick’s 8-kilowatt hour battery pack—packaged under the cargo floor—is expected to take four to five hours at 110V.

Excitement, But Potential Customer Confusion

The Buick plug-in will use some of the same technology GM is developing for the Chevrolet Volt. For example, it will be powered by a lithium ion battery pack provided by South Korea’s LG Chem. But there will be key differences. Unlike the Volt, a plug-in series hybrid capable of 40 miles of all-electric driving regardless of traveling speed—and exclusively using electricity to power the wheels—the Buick plug-in crossover will take a blended approach in which gasoline and battery power are combined, especially at high speeds. At lower speeds, the Buick plug-in will be capable of all-electric driving for as much as 10 miles, according to GM.

Tom Stephens, GM vice chairman of product development, said that the Buick would be “the company’s first plug-in hybrid.” That claim may confuse some customers, who consider the Volt—due in late 2010—to be a plug-in hybrid because it uses an electric motor and a gasoline engine. GM uses the term “extended-range electric vehicle” for the Volt’s technology, and “plug-in hybrid” for the approach used in the Buick.

To make matters more confusing, the plug-in Buick will also borrow from GM’s “two-mode hybrid technology,” a form of hybrid designed for larger SUVs requiring heavier loads and towing capacity. GM had planned to introduce its plug-in hybrid SUV as a version of the Saturn Vue, which was selling as a “mild hybrid”—yet another flavor of GM hybrid—and which was planned for production also as a “two-mode” hybrid. The hybrid Vue—at one point branded as “Green Line” and then simply as “hybrid”—would have therefore eventually been available with three different forms of gas-electric technology. But all of those plans were jettisoned when GM discontinued its mild hybrid vehicles, and then sold off the Saturn brand.

Top Priority, Again

When General Motors unveiled the plug-in Saturn Vue concept in late 2006, former CEO Rick Wagoner proclaimed, “This is a top priority program for GM.” In July 2009—three years and a bankruptcy later—Stephens sought to reassure green car fans that the program would not die. He said, “I can tell you that I won’t lose one day in terms of customers being able to walk into dealerships and actually purchase a plug-in.” He promised high production numbers and a speedy time to market, now set at 2011.

Stephens made the announcement last week at the Management Briefing Seminars in Traverse City, Mich. He said, “Buick has always been at the forefront of new technology, so it is only fitting that the brand should debut our new plug-in hybrid technology in a beautiful new crossover.”

GM had been using Saturn as the primary brand for its hybrid technology. The switch to Buick is an apparent attempt to find a home for the plug-in SUV, and to redefine Buick for younger customers. “One of the things we wanted to do is bring the age of the Buick customer down, and we thought one of the things associated we could do to do that would be to add this advanced-propulsion technology onto the Buick brand,” said Stephens. According to data from J.D. Power, the average age of Buick buyers last year in the United States was 63, which is 16 years older than the average car buyer.

The post GM’s Latest Plans for Plug-in Hybrid SUV, Now As Buick appeared first on HybridCars.com.

The future Buick crossover remains a strong candidate for the technology–on a list of candidates that includes Cadillac, Chevrolet, and GMC. The unnamed Buick CUV, as well as the all-new GMC Terrain, and Chevrolet Equinox all share the Saturn Vue’s Theta platform. This means the two-mode hybrid system could be installed into any of these vehicles without major technical modifications. Cost-effectiveness is obviously a concern considering that even minor changes to a system like this could cost between 50 and 150 million dollars.

Too Expensive to Abandon

Not utilizing the system at all would be embarrassing and costly for GM. The total tab for research and development of the two-mode hybrid system that was intended to go into the Saturn Vue Plug-in is reported to be in excess of $1.2 billion.

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The two-mode plug-in hybrid system is designed to maximize efficiency while providing solid on- and off-road performance. It utilizes a lithium ion battery that can be recharged by plugging into a household outlet.

GM killed plans for the Saturn Vue two-mode plug-in hybrid last year due to the company’s financial troubles. The car manufacturer has since struck a deal to sell the entire Saturn unit to Penske Automotive.

The new small to mid-size crossover from Buick was seen on CBS during an interview with GM’s design chief, Ed Welburn. Shown as a full-size clay model, the vehicle takes styling cues from Buick’s large crossover, the Enclave.

Two-mode hybrid versions of GM’s large SUVs—not plug-ins—have been suffering from lackluster sales.

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So we’ve eagerly waited for the arrival of the Saturn Vue Two-Mode Hybrid, the full hybrid version of Saturn’s Vue compact sport-utility. HybridCars.com was able to spend almost an hour behind the wheel of the 2009 Vue Two-Mode, with lead vehicle engineer Tom Dye along for the ride.

General Motors will not produce a 2009 version of the Saturn Vue Two-Mode, which was scheduled for release in late 2008. Instead, the company plans to introduce the vehicle in mid-2009 as a 2010 model—although those plans have been thrown into doubt due to GM’s uncertain financial situation.

On a crisp and colorful autumn day on the country roads around Bear Mountain, New York, three Vue Two-Modes sat in a long row of new cars offered for short test drives at GM’s annual fall media preview. We had to check the badges to make sure these Vues were in fact Two-Modes, rather than the mild-hybrid version now known just as the Vue Hybrid (nee Vue Green Line). Once we’d confirmed they were pre-production Two-Modes, we hopped in and twisted the key.

First impression: No sound. Instead, the gauges lit up, and a small green pictogram appeared on the left dial. It’s the international symbol for “power on,” the sign that the hybrid-electric powertrain in our Vue was ready to move off after its silent start.

The Hybrid Vue for V6 Buyers

But before we hit the road, though, a few basics about the vehicle are useful. The Vue Two-Mode Hybrid will be sold alongside the mild-hybrid version, but the two serve very different niches. Saturn feels Vue buyers come in two distinct groups: those who pick the four-cylinder engine, and those who want the power and performance of a V6. The mild hybrid is an option for the first group; the 2009 Vue Two-Mode is aimed at the latter, fitted with a 3.6-liter direct-injection V6 that develops 262 horsepower.

This big V6 is mated to the Two-Mode Hybrid system jointly developed by GM, Chrysler, Daimler, and BMW. The result is a compact crossover that accelerates from 0 to 60 in 7.5 seconds, can tow a 3500-pound trailer, and still returns (projected) mileage of 28 city/31 highway. (By comparison, the slower, less expensive four-cylinder Vue Hybrid returns 25 city/32 highway.)

Highway mileage that high from a beefy V6, Dye says, is the benefit of the Two-Mode setup. He contrasted the Vue Two-Mode to the larger Toyota Highlander Hybrid, which tested out at 27 city/25 highway—returning highway mileage that’s actually lower than that around town. As Saturn points out, the Two-Mode’s city mileage of 28 is not only 65 percent better than the equivalent non-hybrid Vue, but also better than four-cylinder versions of the Toyota Corolla, Honda Civic, and Nissan Versa, all significantly smaller and lighter.

In our short time with the Vue Two-Mode, we weren’t able to get useful mileage figures on our own; that will have to wait for a longer road test. But we did get an impression of what it’s like to drive in a variety of uses.

First, it’s heavy and solid. The standard two-wheel-drive Vue V6 is already heavy at 3,870 pounds; the Two-Mode package adds another 250 pounds on top of that. (The Vue Two-Mode isn’t offered with all-wheel-drive, unlike the Highlander Hybrid.) We experienced some road roar over the coarse surfaces on the mountain, perhaps due to the high-pressure (38 psi) in the low rolling-resistance tires. (We also felt a slight wind whistle from one window in our pre-production vehicle.) But otherwise, the car felt well-screwed-together, as solid as an anvil, and quiet.

The Vue Two-Mode rides lower than its non-hybrid brethren, for better aerodynamics, which also helps that planted-on-the-road feeling. It cornered well and was eminently comfortable for four, adequate for five. Overall, it filled the mandate articulated by Dye, who said buyer surveys made it clear there was a market for a high-mileage crossover that “wasn’t a wimpy hybrid”.

With swift acceleration and its trailer-towing ability, the Vue definitely fights back any charges of “wimpy”. But like other hybrid crossovers, it’s almost impossible to identify unless you look at the badges on the front fenders and the tailgate. There are also door decals, repeated on the windshield and rear glass, some chrome accents, and a different rear spoiler. But these are all minor embellishments to what looks from 50 feet like a standard Saturn Vue.

But It Doesn’t Seem Like a Hybrid

Inside, things are a bit different. Dashboard and trim are carried over, but the tachometer is replaced with an “efficiency gauge,” which indicates maximum fuel economy and when the car is operating in electric-only mode.

Buyers who specify the optional navigation system get a Prius-like screen showing the power flow among engine, battery, electric motors, and regenerative brakes. Without that, the efficiency gauge gives drivers the basic information needed to economize.

The two toughest parts of vehicle development, says Dye, were blending the regenerative braking with the standard friction braking, and ensuring the engine would switch smoothly on and off in any conceivable circumstance. In both of these goals, Saturn succeeded.

The brakes are excellent, with absolutely standard feel and no rough spots or strange behaviors. The control system seamlessly added friction braking to regen whenever necessary, with no apparent transition except for the telltale dash light that indicated battery recharging. There’s an emergency mode, too; when a driver slams on the brakes, the car dispenses with regen braking altogether and maximizes the standard brakes to stop as quickly as possible.

As for engine switching on and off, it was perceptible, but easily overlooked in the business of driving through the narrow, curving roads of the Shawangunk Mountains. After a short while, it was easy to forget that this was anything but a powerful five-seat crossover—especially for those drivers who ignore their gauges.

And that may define the Vue Two-Mode as well as anything. When it’s running solely in electric mode (Dye estimates e-range at 0.7 or 0.8 miles), it lacks the slight whine that current hybrid owners are used to. Perhaps it’s the compact hybrid crossover for buyers who don’t want to be seen in a hybrid?

Saturn hadn’t revealed pricing as of late October, but said it expects the MSRP to be “under $33,000”—meaning $35,000 to $38,000 with tax, title, and options. The Vue Two-Mode will arrive at Saturn dealerships in January and February 2009.

The Latest Two-Mode Hybrid

The basic Two-Mode technology in this latest Vue hybrid is the same one used in the full-size Chevrolet Tahoe Hybrid (see our drive report) and GMC Yukon Hybrid, and Cadillac Escalade Hybrid full-size SUVs, and it will also appear next spring in the Chevrolet Silverado Hybrid and GMC Sierra Hybrid full-size pickup trucks. Chrysler now offers it in the Dodge Durango Hybrid and Chrysler Aspen Hybrid full-size SUVs, and it will soon launch in the BMW X6 Hybrid and a future Mercedes-Benz ML450 Hybrid SUV as well.

The 300-volt nickel-metal-hydride battery pack, which holds slightly more than 1 kilowatt-hour of energy, sits below the rear cargo floor. The cells inside it are made by Cobasys, which was recently in the news for a recall of its smaller packs fitted to the mild-hybrid versions of the Saturn Aura, Saturn Vue, and Chevrolet Malibu. Vehicle line engineer Tom Dye emphasized that the problems with those packs were known about early enough in the Vue Two-Mode’s development that, “We made damn sure we didn’t have the same problem.”

Next up in the growing lineup of hybrid Saturn Vue models will be the Vue Two-Mode Plug-In Hybrid, which will run up to 10 miles on electricity alone, using a larger battery pack that can be charged up from the power grid. That vehicle is expected to launch late in 2010, at roughly the same time as GM’s much-touted Chevrolet Volt extended-range electric vehicle.

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Behind the scenes, though, it’s an expensive and annoying distraction for General Motors, and a huge blow to Cobasys, makers of the nickel-metal-hydride batteries. For six months now, GM has been forced to divert batteries it should have fitted to this year’s mild hybrids toward its dealers’ repair bays instead.

The bulk of the cars recalled, about 8,000, were ’07 Saturn Vue Green Lines (the last of the old, squarer body); the remaining 1,000 were the brand-new ’07 Saturn Aura Hybrid sedan. For 2008, the company’s Belt-Alternator Starter system was also fitted to the restyled and very popular Chevrolet Malibu, its platform mate the Aura, and a totally redesigned version of the Vue Green Line.

GM discovered the problem last fall, said spokesman Tom Wilkinson, by analyzing warranty claims data on battery packs replaced by its dealers. These days, automakers pore over claims data closely, to identify abnormal levels of claims for any given part or system. “We saw the problem, and did a root-cause analysis” with the vendor—in this case, Cobasys.

The problem turned out to be an unspecified manufacturing defect—neither GM nor Cobasys will provide more detail than that—that created hairline cracks in the plastic modules containing groups of battery cells. While hardly visible to the naked eye, the electrolyte seeping through those cracks into the overall pack housing reduced the pack’s performance—meaning the hybrid system had less power to restart the engine after stops, so the engine remained on much more of the time, compromising mileage.

Wilkinson stresses that no electrolyte leaked out of the pack housing itself, nor were there any fires or other safety issues. But when GM projected the early failure rates out over the 10-year, 150,000-mile life required of the system, it was clear the number of failures would be large. So once the problem was identified and a fix instituted at Cobasys, prudence demanded that all potentially defective packs be replaced as soon as possible.

GM phased the recalls by region, replacing packs first in the hottest climates, since high temperatures increase the stress on a pack. Wilkinson said the last batch of recall notices has just gone out to hybrid owners in the northern U.S. and Canada.

The entire episode has put a cloud over Cobasys, jointly owned by Energy Conversion Devices and Chevron Corp. The company’s long-term future was already up in the air, since GM had announced in March that its second generation of the Belt-Alternator Starter mild-hybrid system will use a lithium-ion pack supplied by Japan’s Hitachi Ltd. Now industry rumors say GM is on the verge of buying Cobasys outright, to ensure greater control over the supply of this critical hybrid component—which it must stock as a replacement part for more than 10 years.

The recall couldn’t have come at a worse time. With gas prices over $4 a gallon, small and midsize car sales have soared as full-size trucks and SUVs clog dealer lots. At those prices, the payback period on a mild hybrid system is shorter than ever, but GM is forced to trim its planned production—earlier this month, the company told Automotive News the target was 27,000—to ensure that the BAS hybrids already on the road work properly.

How does GM feel about all this? “We’re not back to where we need to be,” says GM’s Brian Corbett in measured tones, “We’re selling a lot fewer hybrids than we’d like.”

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The GM spokesman, who was not clearly identified in the Automotive News article, said the company voluntarily recalled about 9,000 hybrid vehicles beginning in December 2007. GM said the problem involved an internal leak in the battery pack that caused the hybrid system to fail. The vehicle could still be driven, although without the benefits of the hybrid system.

The news about the battery-related recall comes at a time when GM is trying to ramp up its green image—despite hybrid sales numbers which remain significantly lower than those reported by Toyota, Honda, and cross-town rival Ford. It’s unlikely that the recent introduction of GM’s first hybrid sedan, the Chevy Malibu Hybrid—one of the vehicles affected by the battery problems—will reverse the trend.

The battery problems affected the Saturn Vue Green Line, Saturn Aura Green Line, and Chevrolet Malibu Hybrid. Through May, combined 2008 sales for the three vehicles were approximately 1,000 units. The company uses a different supplier for the hybrid system found in the company’s full-size SUV hybrids, which account for approximately several hundred sales so far this year.

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The plug-in hybrid Vue was originally planned for 2010, but now all bets are off. GM maintains its commitment to a plug-in crossover SUV, but the vehicle platform, brand, price, and production date are all yet to be determined—although 2011 is bandied about as a possible date. “I can tell you that I won’t lose one day in terms of customers being able to walk into dealerships and actually purchase a plug-in,” GM Vice Chairman Tom Stephens told Automotive News in July 2009. “My job is to get it out there and get it right the first time but then get it cost-effective so that we can do a huge number.”

The plug-in Vue was going to utilize a modified version of GM’s two-mode hybrid system, plug-in technology, and an advanced lithium ion battery pack. The system was being engineered to achieve significant increases in fuel economy, as much as twice that of any current conventional hybrid vehicle. Rick Wagoner, former chairman and CEO of GM, acknowledged that there are steep technical issues to overcome—battery technology being the most volatile.

The advantages of a plug-in hybrid-electric vehicle over a non-plug-in hybrid-electric vehicle are its extended electric-only propulsion, additional battery capacity, and its ability to be recharged from an external electrical outlet, meaning common household current. The Saturn Vue Line plug-in hybrid was expected to offer electric-only propulsion for more than 10 miles. To propel the vehicle at higher speeds, electric-only mode would switch to either a combination of engine and electric power together, or engine power by itself. The powertrain is composed of two permanent magnet motors and GM’s 3.6-liter V6 gasoline engine with direct injection.

GM’s two-mode hybrid system will be modified for use with plug-in technology. The system maintains two separate driving modes—one for city, the other for highway. The key to the whole system lies in the transmission, which is geared to maximize efficiency while still granting solid performance, whether for accelerating on the highway, treading over rough terrain, or towing a trailer.

During operation, the lithium ion energy storage is be designed to utilize the electric motors and regenerative braking. And of course, the battery can be replenished by simply plugging into a 110-volt outlet.

The combination of truck-like capabilities and ground-breaking reductions in fuel use could mean a big success for the plug-in, in whatever form it takes. That is, if and when it is reincarnated into another life form. Time will tell.

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Get ready for a wave of hybrid press releases coming from Detroit’s North American International Auto Show, running from January 13-27 January. The first two announcements to hit the wire are about “two-mode” hybrid SUVs from General Motors and BMW. GM will unveil the 2009 Saturn Vue Green Line and BMW will show the X6 ActiveHybrid Concept. Both vehicles will be available in the United States in late 2008.

If these vehicles seem familiar, it’s because the underlying technology has been in development for years—and has been trotted out at previous auto shows. The so-called “two-mode” hybrid system was developed in a three-way collaboration between General Motors, DaimlerChryser, and BMW, dating back to 2005. The system is designed to blend gas and electric power in large vehicles with towing capabilities—and to help the three automakers catch up to Toyota in the hybrid race.

The 2009 Saturn Vue Green Line is a reincarnation of the previous Vue Green Line, which debuted in 2006 using a less robust of hybrid technology. That version—the one currently on sale—employs a belt alternator starter system to produce a 10–15 percent increase in fuel economy compared with the conventional Vue. In March 2007, GM halted production of the Vue Green Line just six months after it was introduced—and then brought it back on line when the Vue was redesigned for 2008.

In fact, General Motors’ intention to release a hybrid version of the Saturn Vue dates back to the Detroit Auto Show in 2003. At that time, Tom Stephens, GM’s vice-president of powertrain, said, “GM will introduce a Saturn Vue with an advanced hybrid system in the latter half of the 2005 calendar year.” Stephens indicated that “drivers can expect fuel economy gains of up to 50 percent” with the hybrid Vue. That’s the same fuel efficiency goal for the 2009 Vue Green Line.

BMW will use the Detroit show to introduce the Concept X6 ActiveHybrid to American audiences. The hybrid crossover SUV was first unveiled at the 2007 Frankfurt Auto Show in September. The two-mode full hybrid—which appears in American form as the Chevy Tahoe and GMC Yukon, and the hemi-powered Chrysler Aspen and Dodge Durango— has been BMW-ized in the X6 hybrid. The motors, batteries, gear sets and sophisticated software should add up to a 20 percent fuel efficiency improvement over the conventional X6. Exact numbers have not been announced.

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GM commenced production for the 2008 Vue Green Line uses 27 percent less fuel than a conventional gasoline-powered Vue. The 2008 version features the previous model’s mild hybrid belt-alternator-starter system, but its control software has been upgraded to achieve better mileage than the original Green Line.

The old model had EPA estimates of 23 city/29 highway, while the 2008 model rates at 25 city/32 highway—making it second only to the Ford Escape Hybrid in overall fuel efficiency. The Green Line’s 32 highway mpg slightly edges out the Escape, which is rated at 30 mpg on the highway.

In late 2008, a second version of the new Vue Green Line, featuring the first front wheel drive application of the GM’s Two-Mode hybrid system, will hit the assembly line. A plug-in version of the Two-Mode system is also being developed, but no production dates have been announced.

The 2008 Saturn Vue Green Line starts at $24,795, the lowest base sticker price for any current hybrid SUV or crossover on the market.

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The new Saturn Aura got off to a rip-roaring start when it won “Car of the Year” at the 2007 North American Auto Show in Detroit. The judges raved. Matt DeLorenzo of Road and Track said, “The Saturn Aura is a breakthrough car for General Motors. The road manners are solid, the interior is beautiful, and the overall fit and finish is top-notch.” John Davis of Motor Week called the Aura, “a striking and entertaining family sedan alternative to Camry and Accord.”

That was the buzz from Detroit, and before the Green Line version was introduced. As the Aura Green Line made the rounds to the auto reviewers, the story changed. The styling continued to receive high marks, but a chorus of auto journalists dinged the Aura Green Line for “anemic” performance and a “stripped-down” feel.

Why did the Aura Green Line get accused of being cheap? Because affordablity (a.k.a. cheapness) was General Motors’s goal in producing Saturn hybrids. The company argues that consumers won’t buy a hybrid if they can’t justify any extra costs with a quick return. So, all of the company’s first hybrids, including the Aura Green Line, use a less expensive gas-electric system that calls on electric power mostly to prevent the vehicle from burning gas during idle, and only occasionally to give the car a minor boost during certain driving conditions. This technology, commonly called “stop-start“ is a no-frills system for improving fuel economy by about 10 percent.

While Saturn manages to keep the additional cost of the Green Line version within a couple of thousand bucks of the conventional four-cylinder Aura (especially when considering the hybrid tax credit), its real competition is not the standard Aura—but the Toyota Prius and Civic Hybrid. Unfortunately, the bare-bones entry-level versions of those cars are about the same price as the Aura Green Line. And those vehicles beat the Aura Green Line’s fuel efficiency ratings by 13 mpg and 16 mpg respectively. To make matters worse (especially for those calculating the environmental impact of driving), the Aura Green Line is rated as a Low Emissions Vehicle (LEV), four steps below its competitors, which score the Advanced Technology Partial Zero Emissions Vehicle rating.

Exterior

The new look of the Saturn Aura caught reviewers by surprise, mostly because its predecessors were so bland. The design is now sharper and sportier. The wheels are pushed closer to the corners and more sculpted lines and body creases sweeping from headlights to taillights.

The Aura Green Line is hard to distinguish from the conventional Aura. The only differences are the hybrid badges on the front doors and trunk, and 16-inch five-spoke aluminum wheels with low-rolling-resistance tires.

Interior

The midsize sedan provides a spacious interior, with good legroom and decent comfort. The adjustable reclining front bucket seats provide firm support. The quality of the interior design, and fit and finish, is greatly improved from previous Saturn models—but the materials and finishes have not completely shed their cheap plastic feel.

The instrument panel, which flows smoothly around to the door panels, is modified for the Aura Green Line to indicate the level of charge and assist from the hybrid battery. The “auto stop” light shows when the engine is shut off during idle. These features pale next to Toyota’s hybrid dashboard display or Honda’s blue backlit instrumentation.

The hybrid system is designed to maintain use of accessories when the vehicle is stopped. But if the air conditioning or defogger is blasting when the car is stopped, the gasoline engine may continue to burn fuel—rather than using the no-idle feature. Saturn provides a “hybrid” AC setting, which may reduce passenger comfort in exchange for maximum fuel savings.

Economics

The Saturn Aura Green Line entered the hybrid field as the least expensive of the pack—which includes a number of family-sized sedans such as the Toyota Camry Hybrid, Honda Accord Hybrid, and Nissan Altima Hybrid.

Given that the Saturn brand has been nothing to cheer about in recent years, and that the technology employed in the Aura is the ultra-mild belt alternator starter, is there anything newsworthy about the Aura Green Line? Actually, yes. It’s the first hybrid that essentially costs no more than its conventional counterpart. The long-standing argument that hybrids are not worth the extra money—and that the so-called “payback period” could be five years or longer—is eviscerated with the Saturn Aura Green Line.

In broad and simple terms, the Aura Green Line, which starts at $22,695, costs about two-grand more than the Aura XE. When you subtract a $1,300 federal tax credit, you’ve whittled the premium down to a few hundred bucks. In exchange, you bump your city mileage from 20-mpg to 28-mpg, and the highway fuel efficiency from 30-mpg to 35-mpg. Depending on how much you drive, the fuel savings could erase the cost of the hybrid system within a few months. From there on out, it’s all gravy. And with gas prices back in the three-dollar range and continuing to head north, wouldn’t it be nice to have the 30-40 percent boost in fuel economy?

Reviews

“The 2007 Saturn Aura Green Line succeeds in its mission statement of being a cheap hybrid. While its stripped-down cabin disappoints, its entry-level drive train technology delivers decent fuel economy gains over the V-6 gasoline model.”
Cnet

“Possibly the biggest thing the Aura Green Line has going for it is that it’s a Saturn Aura. The Aura is a handsome car that handles and drives more like a European sedan than a typical GM car. But with its 4-cylinder engine and smaller wheels wrapped in low-rolling-resistance tires, the Aura Green Line loses much of the power and pleasure that marks the top-line Aura.”
CNNMoney

“At $22,695, the Aura Green Line is the cheapest hybrid on the market, at least until the stripped-down 2008 Prius arrives later this month. However, to get to that price, GM cut some corners. Not enough to turn Picasso into Cezanne as in years past, but still enough to make you scratch your head.”
Motor Trend

“The Saturn Aura Green Line is a handsomely styled, midsize sedan with anemic-feeling gasoline-electric hybrid power and lackluster fuel economy vis-à-vis its Japanese competitors. And starting in 2008, the Aura Green Line no longer is the lowest-priced hybrid production car. The Aura Green Line, which is priced higher than an Aura with V6 and weighs about the same as a V6 Aura, gets only 164-horsepower from its 2.4-liter, 4-cylinder engine with electric motor assist. And the lower power is noticeable and disappointing.”
MSN Autos

“My biggest gripe with the regular Aura was its cabin, which has fit-and-finish issues that are hard to ignore. Unfortunately, the Green Line isn’t an improvement in this regard; it has some glaring panel gaps you wouldn’t expect to see in a brand-new model. Still, if you’re looking for a hybrid on the cheap and want a sedan, the Aura Green Line, which starts at $22,695, is a sensible choice that doesn’t ask the owner to make any significant compromises.”
Cars.com

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