Automotive Reviews
Posts tagged coupe
2001 Oldsmobile Alero
Jun 27th
Oldsmobiles are going to be the best they’ve ever been for a while, thanks to the unofficial General Motors Curse. Always criticized for building vast numbers of cars that are good, but never quite reach greatness, GM has a history of getting a car to achieve greatness after years of trying, and promptly killing it off. The Cadillac Allante, Pontiac Fiero, and even the ill-fated Buick Reatta were all dynamically the best they had ever been in their final years of production.
Now Oldsmobile’s clock is running out, just as the former Rocket Division is getting its feet back underneath it. General Motors has announced its plans to phase out Oldsmobile by 2003 or so. It’s a shame, because cars like the Aurora and Alero are likely to disappear as well. The Alero arrived in 1999 to replace the unloved Achieva, and was a success out of the gate. Forget about relics like the 88 and 98; the Alero is playing from the same deck as the revolutionary Aurora which singlehandedly brought Oldsmobile into the new millenium. Based on a platform, shared with Pontiac’s Grand Am, the Alero takes personal luxury in a different direction from the attitude-laden Grand Am. Labeled as a compact, it’s bigger than a Honda Civic, but smaller than a Chevy Monte Carlo, and its handsome, understated styling could be called an automotive version of business casual. For 2001 the Alero adds updated antilock brakes, improved sound systems, and a GL2 model with a sporty suspension and a five-speed transmission to the lineup.
The Alero’s face echoes that of the larger Aurora, for a strong Oldsmobile family look. The headlights wrap into turn signals, with a grilleless nose in between and twin air intakes under the bumper. It’s the “New Oldsmobile” look, and it’s more modern than the Grand Am (the Alero compares favorably to it in nearly every aspect, actually). A smooth profile sweeps upward at the C-pillar and ends in a short tail. Large, jewel-style taillights dominate the Alero’s rear end. From a distance, the car looks larger than it is, thanks to the shared design characteristics with the full-size Aurora and midsize Intrigue. Our GL2 test car featured the new 16″ wheels as well. The car got a lot of approving looks from people on the sidewalk, which is certainly an impressive feat when you consider its sub-$20,000 base price.
Squeezing through one of those heavy coupe doors (not only are they heavy thanks to their size, but it’s hard to get one fully open in a regular parking space without bashing the car next to you; as a result, they frequently fall closed on ankles and shoulders during ingress and egress), you’ll find yourself in a miniaturized Intrigue interior. Seats are soft, and a nicely-sized console is home to a pair of cubbies. Thanks to that “compact” designation, there’s plenty of hip and knee room up front. Back seat passengers don’t fare too badly either. It’s also of slightly better quality than the often cheap interior appointments sadly found in downmarket General Motors products. A word to the purchase-minded, however; our test vehicle’s light interior seemed to stain easily; the car arrived with dirt smudges on the steering wheel and trim that wouldn’t wash off. Dark-colored interiors will likely remain new-looking for much longer.
On the road, the Alero is impressive. Equipped with a 2.4 liter four-cylinder and the new five-speed manual transmission, the Alero GL2 coupe we tested quickly proved to be a good commuting companion. Unlike the typical clumsy GM “personal luxury” coupe, the Alero is nimble and easy to handle in traffic. The five-speed felt a little clunky, but allowed us to make the most of the 150 horsepower on tap. Freeway manners are one of the things GM does well, and the Alero is no exception. A 3.4 liter V6 is also available in Alero coupes and sedans, but it’s an automatic transmission-only option.
Underneath the skin, the Alero rides on a fully independent suspension with MacPherson struts at all four corners. It’s a good setup, especially with the larger wheels that come with the GL2 package. When pressed hard, the Alero is a much more deliberate car than a nimble sports car, but it’s no sweat to drive fast. The biggest tradeoff is a great deal more body roll than in more sport-oriented cars. Four wheel disc brakes with ABS are standard equipment on all Aleros. Traction control is also standard.
With all of this standard equipment, the price is surprisingly low. The Alero GL2 which we tested started at $19,525. With the optional sunroof and enhanced sound system installed, the price was $20,465, which is a great deal less expensive than some comparable and even much smaller cars. Add that to the Alero’s decent build quality and pleasant road manners, and you’ve got a recipe for a winner.
Unfortunately, hanging over all of that is a big, fat downside: the death sentence that Oldsmobile is currently under. It’s unlikely that GM is going to commute it and spare Olds. But even though the end of the road is likely to send buyers running from the showrooms (or maybe not; Olds posted some of its best sales months in recent years just after its impending demise was announced), we still recommend the Alero, for as long as GM continues to build them.
Specifications:
All specs are for the 2001 Oldsmobile Alero GL2 coupe, which we tested.
Length: 186.7 in.
Width: 70.1 in.
Height: 54.5 in.
Wheelbase: 107.0 in.
Curb weight: 3060 lb.
Cargo space: 14.6 cu.ft.
Base price: $19,525
Price as tested: $20,465
Engine: 2.4 liter DOHC 16-valve four cylinder
Drivetrain: five-speed manual, front wheel drive
Horsepower: 150 @ 5600
Torque: 155 @ 4400
Fuel capacity: 14.3 gal.
Est. mileage: 20/30
2001 Pontiac Grand Am
Jun 27th
Way back in the dark days of the early 1980s, the Pontiac Grand Am as we know it today was born. The name itself dates to 1973, but it wasn’t until its1985 resurrection that the Grand Am took the form that it still wears today. A whole raft of General Motors nameplates have shared chassis with the Grand Am (Oldsmobile Cutlass Calais and Achieva, and Buick Skylark, for instance), but the Pontiac is the only one to retain the same basic face and name for the entire run.
The current Grand Am was all-new in 1999, with a fresh update on the now-familiar Grand Am theme of sporty luxury and a healthy dose of Pontiac’s “Wide Track” styling included. For 2001, new interior trim, upgraded Monsoon sound systems, and new colors are added to the mix.
So strong is the overall styling theme that you could park a 2001 Grand Am next to any of the older models and see a family resemblance. A vee’d, two-element honeycomb grille dominates the nose, and plenty of Pontiac’s trademark ribs race across the front and down the sides. Round foglights decorate the front bumper, and similar reverse lights peek out at the rear. Although it’s just as updated as the rest of the car, the rear of the Grand Am doesn’t look new; especially with the busy, spiky spoiler back there, the front is its best side. Mirrors on split brackets resemble those of the BMW M3, probably an unintentional similarity. Our test car’s busy 15″ wheels weren’t particularly attractive; we prefer the 16″ five-spoke alloys that are exclusive to the Grand Am GT. As it has been all along, the Grand Am is available in two- or four-door body styles.
Pontiac’s “is it going to eat me?” interior styling originated with the Grand Am back in 1993, and it’s still as bulgy and bumpy as ever. Red-lettered gauges live directly in front of the driver in a large, binocular-like pod. Other pods contain air vents, light switches, and air conditioning controls. The shifter protrudes from the console in a way that suggests it’s breaking through it. The complex curves and waves take some getting used to. In the end, though, the Grand Am is laid out nicely. We don’t care for the gumdrop shape and feel of the ancillary controls and buttons. The seats lack lower back and thigh support in a big way, too. The trunk is plenty room, and an optional folding rear seat adds yet more cargo space.
The racy looks suggest a sporty nature, but the light, uncommunicative steering and casual road feel of the Grand Am are better clues as to its nature. This is a car for commuting and freeway cruising, not backroad barnstorming. Which isn’t necessarily a bad thing. A fully independent suspension is capable of dealing with any reasonable demands. Should the driver get unreasonable, traction control and ABS are available. You can even call it a sports sedan, as long as you’ve never, ever driven a European or Japanese car.
Our V6-powered test car was happy to pull strongly away from the traffic lights when asked. Gone are the early 1990s noise and vibration woes, as well. The new Grand Am feels much more solid and powerful than its predecessor. The optional 3.4 liter V6 makes 170 hp, and it mated to a standard four-speed automatic transmission. The Grand Am is also available with an 150-hp 2.4 liter four-cylinder. A five-speed manual is provided by Getrag, and is available with both engines.
A big part of the Grand Am’s popularity is price. There are four trim levels: SE, SE1, GT, and GT1. Starting with the least-expensive SE, tandard equipment includes ABS, air conditioning, and theater-style lighting (it dims when the doors are closed, instead of going out). The Grand Am SE1 includes cruise control, power windows and mirrors, and the folding rear seat. Grand Am GT models add unique front and rear fascias, special wheels and a sport suspension. Other optional items include traction control and a sunroof. Our SE test car was optioned up with the V6, folding seat, cruise control, traction control, and an automatic transmission. It stickered for $20,185, but even a fully loaded GT can be had for under $27,000.
Specifications:
All specs are for the 2001 Pontiac Grand Am SE V6 sedan, which we tested.
Length: 186.3 in.
Width: 70.4 in.
Height: 55.1 in.
Wheelbase: 107.0 in.
Curb weight: 3116 lb
Cargo space: 14.6 cu. ft.
Base price: $18,170
Price as tested: $20,185
Engine: 3.4 liter V6
Drivetrain: four-speed automatic, front wheel drive
Horsepower: 170 @ 4800
Torque: 195 @ 4000
Fuel capacity: 14.3 gal.
Est. mileage: 21/32
2001 Acura 3.2 CL Type S
Jun 21st
The only, and we mean only, problem with the all-new Acura 3.2 CL Type S is that it works so smoothly and seamlessly that it doesn’t have much spirit. And to be honest, that’s only a problem for Car Guys, who spend their free time between ramblings about cubic inches and roadholding with incomprehensible mumbling about the “soul” of Alfa Romeos and the “song” of a V-12. Stuff that makes no sense whatsoever, unless you’re One Of Them, of course. To put our assessment of the newest Acura in real-world terms, the 3.2 CL Type S is too focused on the job to enjoy it much–it’s a great coworker, but all it ever talks about is work. This has been the problem with the mid-size Acuras for a long time.
To be fair, it’s getting better. The new redesign gives the 3.2 CL a more angular, more distinctive face, and the all-new Type S designation is the Acura coupe’s first stab at a bona fide high-performance model. Overall the 3.2 CL is less bland–and less expensive than you’d think, too–but we’re not sure it’s made it all the way to “fun” yet.
The 3.2 CL’ s new face loses some of the melted-butter look of last year’s model in favor of slightly squarer, more elegant lines. Its more distinctive, beaky look is shared with the MD-X and 3.2 TL, for a strong family look–something Acura’s rather faceless lineup needed. The new design’s elements as sharply defined as facets of a jewel. The 3.2 CL retains its long-hood, short-deck profile, and the hood contours mirror the shape of the grille. Exceptionally slender C-pillars look great, and reduce blind spots as well. A more squared-off tail is more distinguished than last year’s design; triangular taillights complete the package.
The cockpit is also familiar Acura fare, with a pair of large, deep gauges in front of the driver and a wide console. The optional navigation system lives in the dash, and Acura’s navigation system is one of our favorites. It’s easy to use and large enough that drivers won’t be distracted while trying to read it. The laid-back driving position and comfortable, three-spoke wheel suggest a car whose primary goal is high speed touring (which it is). A six-disc in-dash CD changer and automatic climate control are standard equipment, as is the leather interior. The Type S, which we tested, features special leather seats and instrument panel trim.
The 3.2 CL is what they call a grand touring car, which means basically that it’s a sports car that’s a bit too large to compete with lightweight corner burners like Mazda’s Miata and Porsche’s Boxster, and takes a slightly more refined and luxurious approach to a driver’s favorite roads. A four-wheel double wishbone independent suspension ensures that the 3.2 CL can dance; it’s a little less communicative than we’d like at the limit, but on wide, open roads and curvy mountain lanes it’s a delight. The Type S adds firmer springs, larger 17″ wheels and a thicker stabilizer bar at the rear. When driven hard, the 3.2 CL’s girth becomes apparent. The steering is sensitive without being twitchy and keeps the car’s reflexes refreshingly sharp, but it’s hard to forget that long hood up front. Four-wheel disc brakes with ABS and traction control are standard.
Of course the Type S comes to the plate with impressive powerplant credentials as well. A 260-horsepower V6 is standard equipment. Standard 3.2 CL models make 225 horsepower. Both engines are 3.2 liter, 24-valve V6es, and both are equipped with Honda’s well-known VTEC (Variable Valve Timing and Lift Electronic Control) system which boosts power at high rpms. The performance boost is welcome. Give the 3.2 CL Type S a bit of room to run, and it does so eagerly. The car is a bit too large to feel quite at home in heavy traffic, but on the open road it’s a very welcome mode of transport. A five-speed automatic transmission is standard. Acura’s Sequential SportShift system allows manual gear changes. It’s smooth, but as with most manumatics doesn’t allow sufficient driver involvement for Car Guys to enjoy it. We left it in automatic mode whenever we drove.
The price is lower than you’d think. These grand touring coupes come well-equipped, with CD changers, traction control, Xenon headlights, and heated seats all on the standard equipment list. The only optional equipment available on the 3.2 CL is the navigation system. Even equipped with that, our Type S stickered for $32,785, which wasn’t nearly as much as we expected it to be after driving it. To put it in perspective, Volvo’s C70 offers a smiliar performance and equipment level at $35,000 and up.
The 3.2 CL’s only downside is a lack of that nebulous “soul” we mentioned earlier. And as we said, if that phrase means nothing to you, you’ll find nothing to complain about with the 3.2 CL.
Specifications:
All specs are for the Acura 3.2 CL Type S, which we tested.
Length: 192.0 in.
Width: 70.6 in.
Height: 55.5 in.
Wheelbase: 106.9 in.
Curb weight: 3525 lb.
Cargo space: 13.6 cu.ft.
Base price: $32,330
Price as tested: $32,785
Engine: 3.2 liter SOHC 24-valve VTEC V6
Drivetrain: five-speed automatic, front wheel drive
Horsepower: 260 @ 6100
Torque: 232 @ 3500-5500
Fuel capacity: 17.2 gal.
Est. mileage: 19/29
6/2009 update: The CL was never a common sight on the roads, at least in the places I’ve been to, and they’re less so now. This doesn’t mean they weren’t good cars, of course. Relative rarity plus Honda reliability means that the CL might get more attention now than it did when it was new.