October 24, 2001

Preview: 2002 Saturn VUE
by Kelly Taylor

Four cylinder model incorporates "almost-conventional feeling" continuously variable transmission

Greenville, South Carolina - Saturn's latest effort - the sorta-SUV VUE - is remarkable not for what it is but for what's in it. Driven by design objectives, the VUE incorporates some technology that is both impressive and functional. The first is a continuously variable automatic transmission that is light years ahead of the first designs that appeared on cars like the Subaru Justy and Honda Civic. Those trannies were derided for their rubber-band feel and the anomalous effects "shifting" imparted on engine speed and driving. In many ways, it was more like driving a snowmobile, which, for the unfamiliar, involves generating enough engine speed to engage the centrifugal clutch, at which point the machine lurches forward.

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In the VUE's VTi - available on four-cylinder models only - Saturn has adopted a conventional torque converter to eliminate the centrifugal-clutch feel of older designs. As well, a combination of unbelievably complex computer programs marries control of the transmission's "ratio maps" to the electronic drive-by-wire throttle in ways that produce an almost-conventional-feeling transmission.

Karl Janovits, chief engineer of the VTi, says that by producing two ratio maps (programming instructions for how the transmission varies drive ratios), they're able to produce a transmission that accelerates and holds constant speed very much like a regular automatic transmission. There are two ratio maps - acceleration and steady-state. In acceleration from a standing stop, the transmission begins in maximum underdrive (first gear in regular transmissions) and proceeds smoothly to maximum overdrive (top gear). But it does so in a way that keeps the engine within its power band once the power band has been achieved. So when the engine is holding steady at 5,500 rpm, the vehicle is still accelerating.

In steady-state, the transmission selects the drive ratio best suited to maximum fuel economy for a given vehicle speed. It also pays fuel economy dividends in another way. Typically, vehicle speed is controlled by a combination of throttle-plate position and gear selection. What it means is that at low speeds, the throttle plate is partially closed. But because the VUE is able to co-ordinate ratio selection with throttle-plate position, it is able to produce a wider range of engine speeds for a given throttle-plate position, typically letting the throttle open more for a given speed. This reduces pumping loss and, Saturn claims, an eight to 10 per cent fuel economy improvement.

A key driving force for the implementation of the VTi was the desire to create an on-axis engine-transmission combination. Typically, front-wheel drive vehicles (as the VUE is in base form) employ a transmission that wraps around the lower portion of the engine. Because that creates a larger engine-transmission package, such off-axis configurations limit Saturn's ability to design the compact vehicle they wanted. Conversely, an on-axis transmission is mounted in-line with the engine, thereby adding to its length but not its girth. In rear-wheel-drive vehicles, this isn't a problem, but in front-wheel-drive cars, the length of the engine-transmission package is limited by the width of the car. This created a problem for Saturn, since a four-cylinder engine mated to a conventional on-axis automatic transaxle would have required a vehicle wider than Saturn wanted. Because of its relative mechanical simplicity - essentially two sets of variable pulleys joined by a steel belt - Saturn is able to build the VTi in a package similar in size to a five-speed manual transaxle. The result is a package that lets Saturn meet their desired size objectives. Six-cylinder models employ a conventional five-speed automatic, but since the V6 engine is a cylinder shorter than an inline-four, a CVT isn't needed.

The other piece of new technology is the electrically-operated power steering. About midway down the steering shaft, an electric motor adds assist as needed. This is neat in two ways: the hydraulic pump in conventional systems, which operates continuously and is constantly sapping horsepower, is eliminated. As well, it becomes much easier to tailor the amount of assist to vehicle speed: more at lower speeds, less to none at higher speeds.

A few other neat items: a fold-up cargo catcher that is standard on all VUEs, LATCH child-restraint system, six-speaker AM/FM/CD and available traction control, fog lamps, ABS and interior bike rack.

The VUE starts at $22,495 for the 2.2-litre four-cylinder model with manual five-speed transmission and front-wheel drive. The four cylinder model with the VTi is $23,715 in front-wheel drive and $26,055 in all-wheel drive. The V6, only available with a five-speed automatic and all-wheel drive, is $30,155.

As has been Saturn's way, there is no price haggling. The problem with VUE's pricing, in my opinion, is that it is close to the Jeep Liberty. While the VUE isn't being marketed as an all-out, trail-busting 4x4-like Liberty, the price comparison will give buyers pause when they look at the comparably-priced but more all-rounded Liberty.

Even so, I suspect the VUE will do well. It has the polymer body panels that Saturn buyers love, the excellent dealership experience and "Saturn family" feel of the relationship between carmaker and car buyer. It also has a clean, edgy style that will appeal to the target market: primarily 40-plus parents with a family income of $70K or higher who need space, style and don't mind a vehicle with limited off-road and snowbank-busting ability.

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Freelance contributor Kelly Taylor is Automotive Editor at the Winnipeg Free Press.