Just one look at the 2008 Saturn SKY® and you know this roadster is designed for the sheer bliss of driving on the open road. From its arresting sculpted design to its hair-raising power and road-hugging handling, you’ll need a moment to catch your breath… before you even get in.

Choose a model to learn more or compare complete Options & Specifications.

Starting from $33,125 MSRP*
Imagine the sun-kissed feeling behind the wheel of the SKY Convertible Coupe with its cloth top fully stowed on a perfect blue-sky day. With each winding, mountainous curve you take, your smile widens as you shift the Coupe’s standard 5-speed short-throw manual transmission and fully engage its standard 173 hp 2.4L, DOHC EcotecTM VVT engine, for the sheer pleasure of the drive. More details.

Starting from $38,380 MSRP*
From the ground up, the SKY Red Line is the epitome of a euphoria-seeking roadster. The pure authority of its 260 hp 2.0L turbo DOHC EcotecTM VVT engine and the fine-tuning of its sport suspension are sure to satisfy your sense of adventure. Then there are the thrills on the inside, like available leather bucket seats and a standard 225-watt 7-speaker Monsoon® audio system with separate subwoofer. More details.

Standard features include: 2.4 Litre I4 MFI, DOHC “ECOTEC” with VVT, 173-hp, P245/45R18 Performance
All-Season Tires, 18″ x 8″ Flangeless Aluminum, Silver Painted Wheels, Analogue, Chrome Bezel
Instrumentation, includes Fuel Gauge, Speedometer and Tachometer, 6 Speaker, Two A-Pillar
Tweeters, Two 6″ Door Speakers and Two 3.5″ Back Panel Speakers and Single Styled Bright
Exhaust Tip Outlet.

SKY 1SB RED LINESame as SKY 1SA, plus the following:2.0 Litre I4 Turbo, SIDI, DOHC “ECOTEC” with VVT, 260-hp, Unique Red Line Front and Rear Fascias,Projector-Beam Headlamps with Red Line Specific Black Bezel Treatment and Clear Lens LED RearCentre Stop Lamp, P245/45R18 Performance Tires (Summer Only), 18″x 8″ Flangeless AluminumPolished Wheels, Driver Info Centre with Steering Wheel Controls with Turbo Boost Display, UniqueRed Line Embroidered Floor Mats, Red Line Specific Appearance on Instrumentation, Metallic FinishSill Plates and Sport Pedals, XM Satellite Radio™, Monsoon® Audio System with Amplified 7-SpeakerAudio System, Two 6″ Door Speakers, Two 1″ A-Pillar Tweeters, Two 3.5″ Back Panel Speakersand 1 Subwoofer, Leather Wrapped Shifter Knob (with Manual Transmission only), Dual-OutletBright Exhaust Tip and Sport Suspension

SKY STANDARD FEATURES
• 5-Speed Short-Throw Manual Transmission with Overdrive
• Power Assisted Front/Rear Disc, Anti-lock Brakes
• OnStar® – Including 1 Year of the Safe and Sound Plan†
• Solar-Ray™ Tinted Glass
• Power Door Locks
• Maintenance Free Battery including Run Down Protection
• Remote Keyless Entry
• Front Engine, Rear Wheel Drive
• Power Assist, Hydraulic Rack and Pinion Steering
• 4-Wheel Independent SLA Suspension Bilstein Coil-Over
Monotube Shocks
• Limited Slip Differential
• 5 Year/160,000 Km Powertrain Limited Warranty with $0 Deductible¶
• 3 Year/60,000 Km New Vehicle Limited Warranty Coverage‡
• Courtesy Transportation and Roadside Assistance^
SAFETY/SECURITY
• Dual-Stage Driver and Passenger Front Airbags, Passenger
Sensing System
• Automatic Headlights with Daytime Running Lamps
• Emergency Trunk Release Handle
• Vehicle Theft Deterrent: Electronic Immobilizer
• Safety Belts with Pretensioners and Energy Absorbing Retractors
• Tire Pressure Monitoring System
• StabiliTrak™: Electronic Stability Control System
EXTERIOR
• Front and Rear Body Colour Fascias
• Chrome Door Handles
• Convertible Cloth Top, Fully-Stowable with Premium Acoustic
Headliner and Glass Rear Window with Defogger
• Front Fog Lamps
• Hood: Front Hinged with Struts
• Speed Sensitive Variable Intermittent Wipers
• Left and Right Electric Exterior Rear-View Body Colour
and Folding Mirrors
• Sealant and Inflator Kit for Tire Repairs
• Fixed Mast Antenna
• Front License Plate Mounting Provisions: Included for vehicles
shipped to BC, MB, NB, NL, NT, NS, NU, ON
• Stainless Steel Exhaust
INTERIOR
• Manually Controlled Air Conditioning
• Auxiliary Power Outlet
• Floor Console with Cup Holders
• Rear Window, Electric Defogger
• Leather Wrapped Sporty 3-spoke Style Steering Wheel, Driver
Information Centre with Radio and Cruise Controls
• Tilt Adjustable Steering Column
• Theatre Dimming Lighting with Dual Map Lights and Trunk Lighting
• Electric Remote Trunk Release
• Power Windows and Power Door Locks
• Cruise Control
• Monotone – Ebony Door Pads
• Carpeted Floor Mats
• Lockable Glovebox Storage
• Visor: Covered Front Driver Vanity Mirror
• Electric Remote Trunk Release
• Trunk Compartment Trimmed in Carpet
• AM/FM Stereo, Seek & Scan, Digital Clock, CD Player, MP3
Compatible, Auto Tone Control, Speed Controlled Volume (SCV),
TheftLock™, Radio Data System (RDS) and Auxiliary Input Jack
• Front Bucket Seats with Ebony Cloth, including Manual Adjusters,
Reclining Seatbacks, Forward Folding, Driver and Passenger Seatback
Pockets and Fixed Headrests, Electric Driver’s Seat Height Adjuster

[youtube]http://www.youtube.com/watch?v=3qu0FaHx1Gw[/youtube]

There’s no bigger buzzword in the car world than “hybrid.” GM is getting in on the act with the Saturn Vue Green Line, the first of the automaker’s new line of “affordable” hybrid systems.

It doesn’t offer the extreme mileage of smaller hybrid vehicles like the Toyota Prius and Honda Civic Hybrid, but it does compete with other compact SUVs, like the Ford Escape Hybrid. GM says the most important thing for buyers will be affordability; the Vue Green Line starts at $22,370 and gets 27/32 mpg city/highway. That compares to the Escape Hybrid’s sticker of $25,655 and 36/31 gas mileage. I spent a morning with the Green Line and came away surprised at how much value GM managed to pack into this efficient SUV.

The technology powering this hybrid is a standard gasoline-powered 2.4-liter four-cylinder engine mated to an electric motor. Combined, they produce 170 horsepower and 167 pounds-feet of torque. That doesn’t sound like much, but the all-new Honda CR-V only produces 166 hp, so this hybrid is competitive in the market.

On the road, I found the Vue a capable companion no matter what type of engine was under the hood. Road noise was minimal, the ride was pleasing and handling was more responsive than I remember in older Vue models. Of course, there are a few hybrid quirks that take some getting used to. When you come to a stop the engine pretty much shuts off. When you accelerate again, the electric motor does almost all the work up to a certain speed, but the Green Line does a good job of making the process feel normal. I didn’t find the powerplant lacking for acceleration power on the highway, either.

My sole complaint would be the four-speed transmission, which didn’t deliver silky-smooth gear changes at every moment, but for cars in this price range, that’s not a deal-breaker.

The brakes were also surprisingly solid considering the rears are drums and they’re part of the hybrid system. Even though there aren’t disc brakes on all four corners, antilock brakes come standard.

The Vue’s exterior and interior got a mild upgrade just last year. Besides a few small badges proclaiming its greenness, the Green Line doesn’t look any different from the gasoline models.

As in a standard Vue, the interior plastic and fabric aren’t top of the class, but for an SUV they come off as utilitarian and would likely hold up well over time. There’s a small meter in the gauge cluster that shows drivers when the hybrid is charging its batteries through braking, as well as when the electric motor kicks on to assist in acceleration. This will become vital for those learning the proper way to drive a hybrid for optimum efficiency — think, “lots of coasting.”

Saturn also managed to stow all the hybrid mechanicals — mainly the large batteries — in such a way as not to lose any cargo space. That space is slightly smaller than newly redesigned rivals in the segment, like the Honda CR-V, Toyota RAV4 and Mitsubishi Outlander. Or course, none of those small SUVs get this kind of gas mileage and all are around the same price or more.

The Vue is a no-frills machine; the big feature here is the hybrid system. XM Satellite Radio and OnStar are available, but OnStar’s new Turn-by-Turn navigation service is not.

The Vue does a decent job in the safety arena but still lags competitors in standard features. Side curtain airbags are optional, and without them the 2006 Vue received the lowest side-impact crash-test rating from the Insurance Institute for Highway Safety. It did, however, receive the highest rating for frontal crashes. Antilock brakes with traction control do come standard, but there is no rollover mitigation or electronic stability system offered.

There simply isn’t a greener or more efficient small SUV for this price on the market. The cost of entry versus the value you get in the Vue is very favorable, and it’s the type of hybrid I prefer because it doesn’t let technology take over the driving experience.

The first of three hybrid versions of the second Vue is now ready for public consumption and it again features the mild hybrid belt-alternator-starter system. The control software of the system has been updated for 2008 for improved mileage. While the old Vue got 23/29 mpg (according to the revised 2008 procedures) the new one is rated at 25/32 mpg city/highway. That 32 mpg is the best among any SUV for 2008 although the Ford Escape hybrid is rated at 34/30 mpg with its strong hybrid system (it managed 30 real world mpg when it was in the ABG Garage). The new Vue Green Line is priced at $24,795 this year, undercutting the Escape by $280.

he most significant thing about the new Saturn Astra that the warm-and-fuzzy division of General Motors is to unveil at the 2007 Chicago Auto Show is that it is not the Saturn Ion.

We’ll be getting to the specific merits of the Astra in a paragraph or two, but we don’t want to let pass the opportunity to step on the neck of the Ion, a vehicle so uninspired, so awkward-looking that when a couple years ago GM took the wraps off it, the assembled media fell completely silent — at least until we heard the fat guy seated behind us snicker. The media reaction after driving the thing was less polite.

But it’s a new day at Saturn and the Astra, as a sort-of European GM take on the Mazda 3, is the latest in an astonishingly quick remake of the brand. Once the Astra goes on sale in the fall, the oldest car in Saturn’s lineup will be the Sky roadster. The Sky debuted in March of last year.

Saturn has done this by simply rebadging Opels from Europe. The company hasn’t even bothered to rename the new small Saturn, which is sold by the same model name as an Opel and a Vauxhall (in the U.K.).

Saturn reckons that the Honda Civic, Mazda 3 and Volkswagen Rabbit are the Astra’s main competitors, or the high end of the compact market if you’re willing to slice the small-car market that thinly. With a 140-horsepower, 1.8-liter DOHC four as the only available engine, the Astra comes in at the low end of the class for power. The base Civic makes the same amount. But the Rabbit makes 10 hp more and, depending on the engine, the Mazda makes either 8 or 16 more. Like the Nissan Sentra and previous-generation Volkswagens, the Astra rides on a strut front suspension and a torsion-beam rear. All of the Astra’s stated competitors use fully independent rear suspension.

With a wheelbase of 102.9 inches and an overall length of 171.1 inches, the Astra is just about smack in the center of the market in terms of size — smaller than a Civic or 3, but a little bigger than a Rabbit. Yet Saturn is claiming a slight advantage in rear-seat space compared to its competitors, for both three- and five-door models. No sedan will be available.

The five-door Astra will be the base model, with 16-inch wheels and optional stability control. The three-door is to be the sporty model so it gets 17-inch wheels standard (18s will be optional), a quicker steering ratio and seats with bigger bolsters.

We expect Saturn will produce a Red Line performance version in about a year’s time, similar to the performance versions in Europe that use a 2.0-liter turbocharged motor.

When the Astra goes on sale this fall, expect prices to be similar to those of the Mazda 3 — figure around $19,000 or so to start and $21,000 at the higher end.

The front-wheel-drive Astra comes with a 1.8-liter engine that produces 140 hp and 126 pound-feet of torque. A five-speed manual transmission is standard and a four-speed automatic is optional. With the manual, the two-door Astra will go from zero to 60 mph in 8.8 seconds. Fuel economy is 24 mpg city and 32 mpg highway for manual-transmission models and 24/30 with the automatic.

Standard safety features include stability control, antilock disc brakes, front-seat side airbags, full-length side-curtain airbags, whiplash-reducing front head restraints and the OnStar communications system.

Compared to most economy hatchbacks, the 2008 Saturn Astra is pretty fun to drive — particularly the two-door — thanks to its European-influenced suspension tuning. In our instrumented testing, the Astra performed superbly, matching the handling and grip numbers achieved by more performance-oriented nameplates. Its growling four-cylinder may not produce the quickest car out there, but what the Astra lacks in straight-line go, it supplants with twisty-road fun. The car’s European feel also extends to the taut steering, which provides plenty of feedback and quick action. In other words, forget everything you ever learned or assumed about Saturn.

The Saturn Curve was a roadster concept by Saturn (even if designed by the, at the time, SAAB head of design Michael Mauer) that was shown at the 2005 North American International Auto Show along with the concept of Saturn Sky.

This project would also evolve to a new “SAAB Sonett”, with a different front styling, but ultimately SAAB’s intencions to make it an AWD car didn’t come true, and Saturn opted to go with the Opel project, giving birth to the Sky.

Shape, color and sound affect the senses. With the Saturn Curve concept, a sinewy shape, warm colors and the aural delights of a supercharged engine warm the emotions of those who appreciate sophisticated and engaging automobiles. The Curve signifies Saturn’s evolution, both in styling and product. Saturn is growing its portfolio, planning new vehicles and exploring dynamic, refined designs

General Motors introduced the Saturn Curve at the North American International Auto Show. It was one of the vehicles, including the Pontiac Solstice production model and Chevrolet Nomad concept, built on GM’s new rear-wheel-drive Kappa architecture. Design creativity and implementation was a collaboration of GM’s worldwide resources, driven by GM North America’s Advanced Design Team and developed by GM’s European Advanced Design Center in Sweden. The European design influence bolsters the Curve’s aura of refinement. Final assembly was completed in Italy, with assistance from Italian coachbuilder Pininfarina.

The Curve is a 2+2 coupe. Like the Chevrolet Nomad concept, its greenhouse is very short. The window glass wraps around the B- and C-pillars, giving the unique look of a continuous canopy. Designed by GM’s European Advanced Design Center in Sweden and assembled in Italy with Industrie Pininfarina, S.p.A., the Curve is more expressive than most Saturns, with prominent fender forms that recall the Mazda RX-8. Unlike that car, though, the Curve has a bold grille and broader front surface, accentuated by horizontally arrayed headlight clusters echoed by additional air inlets below.

The hood is a front-hinged clamshell design, not uncommon on sports cars. Less common is the rear-hinged trunk lid, which seems more curious than functional. The 20-inch wheels all but fill the small car’s wheel wells. The suspension is fully independent, and the rear wheels are driven by a supercharged 2.0-liter Ecotec four-cylinder through a Getrag five-speed-manual transmission with a gate shifter. This drivetrain, which powers the 2004 Saturn Ion Red Line (minus the gate shifter), generates more than 200 horsepower and 200 pounds-feet of torque.

In front, twin-piston calipers grab 12.7-inch brake discs. The rear brakes have 12.6-inch rotors and single-piston calipers.

Inside, an open-gate shifter and analog instruments evoke the feel of a pure sports car, while the interior environment is warmed and enhanced with ‘floating’ door inserts that feature color-changing backlighting. This unique lighting effect transmits a subdued mood throughout the vehicle and is the type of innovative feature at home in a Saturn.

A curved wood center console is the interior’s dominant feature and is attached to the dashboard via a tongue-and-groove joint. It also encapsulates the engine instruments. Blonde wood is used to convey lightness and airiness, while charcoal-colored leather and terracotta inserts accent the dashboard and upholstery. An aluminum band running the width of the interior serves as a divider for the interior’s different elements. A matching aluminum handle greets those who open the Curve’s doors, inviting them to plunge into a warm environment that reflects the friendly nature of the Saturn brand.

Despite its relaxed demeanor inside, the Curve delivers a stirring sports car experience. Built on GM’s new Kappa architecture, this sport coupe features rear-wheel drive, independent front and rear suspensions, and a solid chassis built on the foundation of full-length hydroformed frame rails. Stampings attached to the rails form a rigid structure onto which the body panels are mounted.

Sports car performance is derived from a supercharged 2.2-liter Ecotec four-cylinder engine that produces more than 200 horsepower and more than 200 lb.-ft. of torque. The engine features fuel-saving variable valve timing technology, which is available on some of GM’s four-, five- and six-cylinder engines. Through the use of variable engine valve timing, lift and duration can improve fuel economy, emissions and performance. The transmission is a Getrag five-speed manual.

Regardless, General Motors is betting the same small car will play in both places. The car is the Astra, and history supports the theory. “We sell the Astra everywhere,” says Michael Harder of Opel, GM’s German subsidiary. “From Iceland to South Africa, from New Zealand to Moscow.” And it does so with great success.

Still, we can’t help but think the little hatchback is about to embark on its toughest challenge: America, the land of the free and the home of the slow-selling hatchback. On top of that, the 2008 Saturn Astra needs to make people forget the horrible Saturn Ion, the very worst car ever sold in America. This won’t be easy, even for the best selling three-door compact in Europe.

But after a day behind the wheel we’re confident the Saturn Astra has a shot.lat-out on the autobahn just west of Frankfurt, the Saturn’s speedometer needle is creeping past 110 mph. Jon J. Lauckner, GM’s vice president of global program management, told us we would be impressed with the Astra’s high-speed stability, and we are. The road is smoother than I-70 just outside Frankfort, but the Astra is undeniably locked in.

We knew it would be. In the past six months we’ve taken advantage of the Astra’s world car status and have driven the 2007 Opel Astra 1.8, which is sold throughout Europe and Russia, and the 2007 Holden HSV Astra VXR, which is a regular down in Kangaroo land.

This time we’re in the three-door Saturn Astra XR, the hottest version Americans will be offered. It rides on standard 18-inch Dunlop SP Sport summer tires, which give the Astra plenty of road-holding. A quicker 14:1 steering ratio (optional on five-doors) is also standard, along with sportier suspension tuning and a 15mm lower ride height.

Under the hood, however, is the same 1.8-liter DOHC Ecotec four-cylinder that’ll power every other Astra. It packs variable valve timing, a 6,500-rpm redline and an iron block. The compression ratio is 10.5:1 and it runs on regular. With ratings of 138 horsepower at 6,300 rpm and 126 pound-feet of torque at 3,800 rpm, it’s strong for the class, especially for its size. The 1.8-liter in the Versa delivers just 122 hp.

Still, it’s far from the class state of the art. The 2.5-liter in the VW Rabbit makes 170 hp and it’s backed by a five-speed manual or a six-speed automatic. The Astra’s standard manual also packs five gears, but its optional automatic offers just four.

Although the Holden HSV Astra VXR is powered by a turbocharged 240-hp version of the Saturn Astra’s engine, that engine is not U.S. bound. We had hopes it would morph into the Saturn Astra Red Line, but Lutz tells us it’s not happening. “Too much emissions work,” he said.

The wagon version will also be left in Europe because Americans buy even fewer wagons than they do hatchbacks. Sadly, the Twin-Top convertible Astra, which has a retractable hardtop, won’t make it because of the investment needed to make it meet U.S. crash test standards.

Instead just two body styles, both hatchbacks, will be offered: three-door and five-door. Trim levels? Also two. The five-door is offered in XE or XR trim, while the three-door is XR only.

Pricing starts at $15,995 (including destination) for the five-door XE, $17,545 for the five-door XR and $18,495 for the XR three-door. That may sound like a lot for a car in this class, but the standard equipment list is long. Even the XE comes with a tilt/telescoping steering wheel, ABS, 16-inch wheels, OnStar, six airbags, stability control and a CD player.

Every three-door XR, like our five-speed test car, gets steering-wheel-mounted audio controls, power door locks, power windows and height-adjustable sport seats.

Car snobs will check the Astra’s chassis hardware and mock it for not having an independent rear suspension. And they might have a point, but the front-wheel-drive Astra XR is far more fun to throw around than its hardware and 63 percent front weight bias would suggest. Although understeer is definitely its preferred cornering attitude, on a snaking mountain road it should outrun and out-fun most cars that cost under $20,000.

We also like the tight shift linkage and easy clutch take-up, but had a hard time with the Astra’s pedal placement. Heel-and-toe downshifting is easier in a Peterbilt. Praising the Astra’s electrohydraulic steering is easy. It’s a touch dead on-center, but it’s weighted nicely and properly quick, and the leather-wrapped three-spoke wheel feels substantial.

Actually, everything about the Astra feels substantial. Unlike the Ion, which had a bucket-of-bolts quality, nothing about the Astra is tinny or cheap. From its overall structure down to its interior trim, the Astra has a tight, well-assembled, upscale finish.

Still, things aren’t perfect. There’s only one cupholder, for instance, and it’s located where the missing center armrest should be. Rear visibility is compromised by the low roof line, small backlight and standard rear headrests and the 160 mph speedo writes a check the car can’t cash. Top speed is about 130 mph. We also wonder why there’s no engine temperature gauge.

Dynamically our wish list is limited to a 6th gear. The five-speed manual is geared too short. It gives the car a spunky feeling around town, but on the highway the engine is working for it. Eighty mph in top gear equals 4,000 rpm on the tach. That’s too high and it causes quite a bit of engine boom to find its way into the Astra’s cabin. If you’re road tripping in an Astra, bring aspirin.

Rabbit Size
At 170.5 inches long, 69 inches wide and 57.4 inches tall, the Astra five-door is dimensionally very similar to the Rabbit. The three-door is the same length and width but is almost 2 inches lower to give it a more sinister squatted stance. The cost, of course, is some rear-seat headroom.

Cargo volume also takes a small hit. The five-door offers a maximum of 44.7 cubic feet with its rear seats folded (a Nissan Versa offers 50 cubic feet), while the three-door offers 37.8 cubic feet.

GM says that’s OK because the three-door is more about style and driving fun than practicality. “The three-door shows the essence of the Astra design family,” says Uwe Muller, the car’s designer. He points out the car’s wedge shape, dominant shoulders and arching greenhouse as its highlights. And there’s no denying it’s quite butch compared to the Versa or the Rabbit.

Exterior differences between an Opel Astra and a Saturn Astra are nearly impossible to spot, although Saturn says the front and rear bumpers are different, as well as the grille.

When the Astra hits Main Street this December, it’ll conclude a two-year-long product onslaught by Saturn, and it’ll make the still-fresh Saturn Sky the oldest car in the brand’s lineup.

Trouble is, the Astra isn’t really a new car. This version of the hatchback debuted in Europe way back in January 2004, which means it’s fast approaching another redesign. Rumor is there’s a sedan in those plans that will find its way to America’s 440 Saturn dealers around 2010.

In the meantime, the 2008 Saturn Astra is a real alternative to the popular Honda Civic, Mazda 3, Toyota Corolla and VW Rabbit. Is it perfect? Nope, it isn’t even the best car in its class, but it is the best small car GM has ever sold in the United States, and it’s worth a look.

To complete Saturn’s product overhaul, the company will add the compact, sleek-looking Astra (above) in late 2007 as a 2008 model, replacing the unloved and unlovely Ion (below right) that was introduced for 2003.

0612_sation_sdn_07_245Making its official debut at the Chicago auto show, the Astra is the latest in Saturn’s product synergy between European Opel and U.S. Saturn products, and this one doesn’t even get a different name for North America. It will be nearly identical to the 2007.5 Opel Astra (below left) and sold in the U.S. and Canada in both three-door and five-door configurations.

Five-door models come in two trims, XE and XR, while the three-door comes only in up-level XR trim. 16-inch wheels are standard (17s optional) on five-doors, while 17s are standard on three-doors with an 18-inch option. Welcome safety gear includes standard anti-lock brakes and available stability control (standard on the three-door, optional on the five). Supposedly the handsome and expensive-looking interior is unchanged from the Opel’s, which was not the case in the Opel Vectra–to–Saturn Aura transformation.

0612_opeast_5dr_07_245All models will be powered by a 140-hp 1.8-liter Ecotec four-cylinder connected to either a five-speed manual or a four-speed automatic. The new, much stricter ‘08 fuel economy ratings should put the Astra’s numbers around 23 city and 31 highway (roughly equivalent to 27/34 by ’07 fuel economy standards). Unfortunately, we don’t get the 200-hp 2.0-liter turbo and the six-speed manual that are available in the Opel.

Prices should start around $16,000 for the Astra when it goes on sale this fall.

* Astra XR three-door
* 1.8L Ecotec DOHC four-cylinder with approximately 160 horsepower, via exhaust header, cold-air intake and modified throttle body
* Five-speed manual transmission
* Lowered ride height
* New front and rear fascia extensions
* New grille surround finish
* Tinted headlamps, taillamps and windows
* Rear center-outlet exhaust
* Production side moldings deleted
* High-performance Recaro seats
* Unique interior trim
* Unique sill plates and parking brake handle

GM Accessories (production and concept)

* OPC 19-inch wheels (concept)
* OPC rockers (concept)
* OPC rear spoiler
* GMA pedals (part number 93183691)
* Blaupunkt sound system