Fuel Infection

Go ahead and laugh at it.  It’s funny-looking.  The more creative among you could probably throw insults at it for hours.  Mock away; the fact remains that the Pontiac Aztek has kicked the door wide open for an entirely new kind of automobile.

Chrysler’s PT Cruiser had the idea first (in this decade at least), with its minivan-style, multi-configurable interior.  But the PT Cruiser is still an economy car at heart.  The Aztek is large enough to seriously challenge minivans, sport-utility vehicles, station wagons, and even travel trailers all in one fell, Picasso-inspired swoop.  And if you don’t think there’s a market for such an automotive do-all, note that the imitators are already knocking at the gate; Toyota, Buick, Daewoo, and Ford all have similar “crossover” vehicles in various stages of production-readiness.  Trust us; there will be more car-truck hybrids like this.

Here’s what the Aztek GT does that’s so amazing; thanks to its large floor area, high roof, and removable seats, the interior can be flipped, folded, and flattened to accommodate just about any need.  There’s seating for up to four (five in the standard Aztek), with 45.4 cubic feet of space behind them for luggage.  Standard equipment includes a pair of removable bags in each door pocket and a center console that can be removed for use as a small portable cooler.  With the tailgate open, the Aztek can carry plywood.  Pontiac has also introduced a dizzying array of accessories designed specially for the Aztek, to complement whatever activity one’s lifestyle and hobbies demand.  They call the Aztek a “sport recreation vehicle,” SRV for short.

There is a downside.  You’ve already seen it.  To the vast majority of onlookers, the Aztek is not an attractive car.  It doesn’t even manage to be forgettable.  It’s a nightmare of contrasting lines and angles even in pictures, but it’s also a fairly large vehicle so the problems are exacerbated when seeing it in the metal.  Round headlamps under squared-off glass covers flank a set of Pontiac grille openings up front.  A second tier of lights and grilles is above that, with Ram Air slots in the center and bulging orange turn signals above.  The Aztek rises toward the rear like a minivan, then drops abruptly away to a featureless, vertical cliff of a tail.  The standard 16″ wheels look too small–hardly a surprise, with that massive slab of a body hanging over them.  To make matters worse, cheap-looking gray cladding is wrapped around the lower body, high at the front, squared off behind the front wheels, then rising again at the rear.  Personally, we tend to like ugly cars, and we’re still undecided on the Aztek.

The interior is just as, er distinctive.  Funky textures abound on the dash and console.  Pontiac seems to have used as many different styles of button, knob, and vent as they could think of; some are the usual gumdrop style, others are squared off, still others are large and ribbed.  A big rubberized handle juts out of the dash next to the glovebox.  Once you get used to it all, though, it’s comfortable.  The seats are chair-height, like a minivan’s, and the typically contoured Pontiac steering wheel is sized nicely.  The console and optional sunroof give the cabin a bit of SUV-style flair, as do the large door pulls and work boot texturing on the dash.  Pontiac’s head-up display is available; it projects speed and radio information onto the windshield ahead of the driver.  Dual-zone climate control is also standard on the Aztek GT.  The available leather and cloth interiors are both handsome, if hard to notice amid the riot of other things to see and feel vying for your attention.  The cargo area features radio controls, places to sit, and cupholders for tailgate picnics.  What it doesn’t feature are cargo hooks for small items; the Aztek GT would rather shirk mundane shopping trips, it seems.  The dual tailgate hampers loading of small items as well.

Once you’ve gotten past the way it looks, the Aztek drives well.  185 horsepower is sufficient to move it along with authority, willing even to squeal the tires in anger, if you feel the need.  The 3.4 liter V6 engine is noisier than we’d like, a common Pontiac flaw, but it’s also surprisingly economical.  It delivers up to 26 mpg on the freeway, which is better than most V6-equipped SUVs.  Our test vehicle was equipped with the optional four-speed automatic transmission; a five-speed manual is also available.  All-wheel-drive models benefit from GM’s Versatrak system.  It’s an intelligent system, directing power to the rear wheels when slippage is detected and leaving the Aztek in front-wheel-drive the rest of the time.

The Aztek doesn’t feel quite like a minivan.  It’s a big, bulky vehicle, but it “drives small,” as they say, thanks to a fully independent suspension on all-wheel-drive models (the front-wheel drive Aztek has a beam rear axle).  It’s not as tippy as we expected it to be, given its height, and it’s shorter than most minivans so it responds quickly.  The nose is longer than it looks from the outside and it takes a bit of practice to remember where it is from the driver’s seat.  Visibility to the rear, however is fantastic.  Surprise, surprise, that big double window has its uses after all; the rear blind spot which has inspired reverse radar sensors on minivans is all but nonexistent on the Aztek.  Antilock brakes and traction control are standard equipment on Aztek GT.  Self-sealing tires are also an option.

Among the available accessories to personalize the Aztek:  a roll-out cargo storage unit that can also be used to move heavy loads, or removed and carried like a suitcase; a tent and air mattress to turn the Aztek into a hotel for the night; a multi-configurable cargo net system that can carry up to 270 pounds in four double sided nets; a roof-mounted bicycle carrier; filth-resistant rubber floor mats; and removable hiking backpacks that attach to the seatbacks when not in use.

Even without any of that, however, the Aztek’s versatility is unquestionable.  And it’s reasonably priced, too.  The Aztek is available in base and GT form; Versatrak all-wheel-drive is available on both models.  Pricing for the Aztek GT starts at $24,995.  Our test vehicle was equipped with the automatic transmission, leather interior, a six-disc CD changer, and puncture-sealing tires, and stickered for $27,695.  Competition?  The only other “crossover” vehicle out there right now is the $17,000 Chrysler PT Cruiser, and as we noted, the Aztek is much larger.  And frankly, minivans and sport-utilities just aren’t as multi-useful.  Take it from us; the idea has already caught on, and the curious-looking Pontiac Aztek will not stand alone for long.  Still not sure about the design?  Just remember, you can’t see it while you’re driving it.

Specifications:
All specs are for the 2001 Pontiac Aztek GT.
Length:     182.1 in.
Width:        73.7 in.
Height:        66.7 in.
Wheelbase:    108.3 in.
Curb weight:    4043.2 lb.
Towing capacity:  3500 lb
Cargo space:    45.4 cu.ft. (rear seat up); 93.5 cu.ft. (rear seat removed)
Base price:    $24,445
Price as tested: $27,695
Engine:     3.4 liter OHV V6
Drivetrain:     four-speed automatic, all-wheel-drive
Horsepower:     185 @ 5200
Torque:     210 @ 4000
Fuel capacity:    18.0 gal.
Est. mileage:    19/26

6/2009 update:  The Aztek has gone on to be a legend of Edsel-like proportions, of course. Me, I still like ‘em. The basic concept is sound–as evidenced by the “crossover” vehicles so common today.  What subsequent crossovers like the Ford Edge, Honda Element, Toyota Venza and Chevrolet Equinox did right was to look a lot better. The Aztek is a strange-looking car, I’ll give it that, and I always loved them just for having the balls to look the way they did.  I still like ‘em.