The sum of all the chassis and suspension work is handling that measures up very well against the development targets. The Intrigue has a bit more grip than a Camry LE or Maxima GXE, stops a bit shorter and changes directions without drama. Inevitably, quick transitions produce a fair amount of body roll, and with the Intrigue's relatively high curb weight, that entails more weight transfer than you'll encounter in a Camry or Maxima. But these motions are nicely controlled; leave the dramamine at home.
Power is supplied by GM's ubiquitous 3800 Series II V6 (a new 3.5-liter dohc 24-valve V6 is due next year), allied with a four-speed Hydramatic automatic. The supercharged version of this engine isn't offered, but unless you're in a real hurry, the normally aspirated edition gets the job done very nicely, and without much noise.
The pushrod 3800 V6 lacks the top end zeal of overhead cam designs--the Camry V6 takes the prize in this department--but with its extra displacement the 3800 generates torque that's close to tugboat territory, and torque is what most of us employ in most of our driving.
There's enough of it here to hustle the Intrigue to 60 mph a wink quicker than the Maxima and Camry automatics, and, like virtually all GM automatics, shift quality is close to seamless.
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