Automotive Reviews
Posts tagged Pontiac
2004 Pontiac Grand Prix GTP
Sep 23rd
We always compare the latest Pontiacs to the old ones, for some reason. To celebrate the all-new 2004 Grand Prix, let’s compare it to some other cars for a change.
('04 Grand Prix GXP pictured)
The Grand Prix occupies a unique place in the market, in that it’s sportier than the average family sedan from Ford or Honda, but not a fast enough or luxurious enough to be considered a serious challenger to Audi or Acura. That hasn’t stopped Pontiac from making a big sporty family sedan its goal, however, and with the completely redesigned ‘04 model, it looks like they’ve learned a few things.
The plastic-splattered exterior look that we loved to hate is gone, replaced with a more modern, chiseled look. This more substantial look is expected to work its way through the whole Pontiac lineup over the next few years, and we think that’s a good thing. The new Grand Prix looks taut, with a more modern, liquid look than either the aging Dodge Intrepid or the freshly redesigned Toyota Camry. High flanks and clever window treatment make the Grand Prix look like a coupe at first glance, and sometimes at second glance too. The cat’s-eye headlamps and split grille are Pontiac hallmarks, as are the large round foglights.
Inside, the interior is also large and substantial. Even with the large center console, the Grand Prix feels much more spacious than a Honda Accord. The driver’s position is very cockpit-like, with red gauges and a three-spoke wheel. There are a lot of buttons, but they fall easily to hand and we weren’t lost for long. The plastic textures on the upper surfaces of the dashboard and console feel a bit cheap to the touch, but look good. The head-up display (HUD), long a Grand Prix staple, is still offered, but now there’s a “stealth-mode” which turns off the rest of the instrument panel lights at night, leaving only the HUD projection on the windshield. In addition to the standard safety features, a tire pressure monitor is also available, alerting the driver to a potential flat or blowout before it happens. The Grand Prix has also inherited some convenience features from such unlikely sources as Subaru and Chrysler, with a fold-flat front passenger seat that allows long cargo to be carried, and rear doors which open almost perpendicular to the body for easy loading of bulky items into the rear seat. The Grand Prix will swallow a 9-foot ladder with the trunk closed; who needs an SUV?
On the road, the new Grand Prix has a big, solid feel, with an emphasis on “big.” Body motions are damped as much by mass as by the suspension, it seems. MacPherson struts up front are more or less an industry standard. The tri-link rear is independent as well, and Pontiac touts the advantages of its “wide-track” suspension design. Setting the wheels farther apart improves cornering stability, but also contributes to the Grand Prix’s feeling of heft. The new Grand Prix is definitely more refined; it’s got the quality feeling of a Nissan Maxima or a Mitsubishi Galant, coupled with the avoirdupois of a Mercedes S-Class. At just over 3500 pounds, this isn’t an especially heavy car; it just feels like it. The Grand Prix won’t be called nimble even on its best days. It goes where it’s pointed, with a modicum of sportiness even, but the feeling of size is always present. The four-wheel disc brakes are, thankfully, up to the task. Anti-locks are standard on uplevel models. In the spirit of “tuner” packages being offered by Toyota, Nissan and others, Pontiac will equip your Grand Prix with a “Comp G” package. This throws Stabilitrak traction control, quicker transmission gearing and steering wheel-mounted paddle shifters into the mix.
Weight means luxury, at least, and the Grand Prix is vault-quiet at speed. 200-horse 3.8 liter V6 engines are still the powerplant of choice for Pontiac’s mid-sizer. A choice of normally-aspirated and supercharged engines is available. Electronic throttle control improves engine response across the range. The venerable 3800 has grown more refined over the years, and what it lacks in smoothness compared to Nissan, it makes up in economy; almost 30 mpg from a V6 isn’t bad at all. The Grand Prix is offered in GT1, GT2 and GTP flavors, with the top-of-the-line GTP getting the 60-horsepower boost offered by supercharging. All Grand Prix models are equipped with four-speed automatic transmissions. The optional Touch Activated Power (TAP) shift paddles allow the driver to click through the gears manually.
Even though it’s been totally remade, the new Grand Prix is decently priced. Our test car was a well-equipped GTP, and stickered for $28,975. Basic, non-supercharged Grand Prix GT1s start at $22,395.
Specifications:
All specs are for the 2004 Pontiac Grand Prix GTP, which we tested.
Length: 198.3 in.
Width: 73.8 in.
Height: 55.9 in.
Wheelbase: 110.5 in.
Curb weight: 3583 lb.
Cargo space: 16 cu.ft. (seats up); 57 cu.ft. (seats folded)
Base price: $25,860
Price as tested: $28,975
Engine: 3.8 liter supercharged V6
Drivetrain: four-speed automatic, front-wheel drive
Horsepower: 260 @ 5200
Torque: 280 @ 3600
Fuel capacity: 17 gal.
Est. mileage: 18/28
2003 Pontiac Vibe
Sep 2nd
All new for 2003, the Pontiac Vibe and its twin, the Toyota Matrix, herald a new era in small cars. Their tall bodies and multi-configurable interiors make them friendly, economical people-and-stuff movers, and with optional all-wheel drive they’re a good alternative to a small or even a mid-sized sport utility vehicle.
But did you know they could run, too? Perched at the top of the Vibe lineup is the hot-rod Vibe GT, which chucks the standard Vibe’s 130-horse powerplant for a double overhead-cam screamer churning out fifty more horses–an engine similar to the one found in the Toyota Celica. The result is an economical little box that can haul people, a surprising amount of cargo…or butt.
It’s built alongside the Toyota Matrix in Fremont, California and they don’t share a single body panel. We think the Vibe looks better, despite Pontiac’s reputation for less-than-elegant automobiles. The Vibe goes light on the plastic cladding, with a more minimalist version of Pontiac’s split-grille, cat-eyed face. The hood is sculpted to match the grille lines and also adds visual length to the Vibe’s stubby nose. The unusual rear window treatment makes the Vibe look as if the roof is squashed at the rear but doesn’t affect visibility. The rear treatment includes a hatch whose window panel can be opened separately from the whole tailgate, handy for loading small items. The GT is distinguished mainly by bigger wheels and solid-color schemes.
The Vibe’s interior is like that of no economy car you’ve ever seen. A riot of metallic surfaces, deep-set red gauges and clever but unusual-looking ergonomics, it boggles the mind at first and then becomes quickly familiar. The front seats are tall and comfortable for moderate trips, but longer trips may leave taller drivers uncomfortable. The sports-car look of the interior hides an amazing work-ready environment. The front passenger seat folds flat into a desk and there’s a 115-volt power outlet in the dash ready to plug your laptop, hair dryer or toaster oven into. Fold the one-touch rear seats and there’s a flat, carpet-free cargo area with 54.i cubic feet of space and several concealed storage cubbies. Tie-down hooks make securing cargo easy. Our only gripe was with the optional navigation system, whose screen takes the place of traditional radio and air conditioning controls and is incredibly difficult to use while driving. Even when you’re not using the GPS, changing radio stations is a distracting several-step process. We’d opt for the non-GPS Vibe GT.
With all of that suburban convenience at your hands, the Vibe GT is a bit of a surprise once you get it on the road. Plenty of today’s economy cars dress up sporty, but this one can dance for real. The 1.8 liter four uses variable valve timing and lift (VVTL-i) which lets the relatively small engine breathe more deeply at high rpm. The Vibe GT’s engine is high-strung, with peak power coming way up at 7600 rpm. Engines built to spin like this are usually found only in hot-rod Hondas and Toyotas, not in wagonettes like the Vibe. The transmission is a six-speed manual. It feels slightly less user-friendly than the Celica’s stick; our test car occasionally lost count and wouldn’t go into any gear for several seconds. The extra gear is welcome, because on the freeway the Vibe GT is still turning a somewhat noisy 3500 rpm, even in sixth. The good news is that Pontiac’s little hot-rod do-all can handle the freeway (or the autobahn) just as well as it can the shopping mall. If you’re just going to commute, in fact, we’d point out that a base Vibe with a five-speed manual would be a lot less high-strung and perhaps easier to live with.
If you’re planning to drive hard though, there’s only one choice. All Vibes are equipped with MacPherson struts in the front and a twist beam axle in the rear, but the Vibe GT sticks much better than it should, thanks to 17″ wheels and Dunlop performance tires. We didn’t find the ride to be noticeably harsher with the big wheels, either. Worried about bad-weather stability? The Vibe is available in front- or all-wheel drive versions. Side airbags, four wheel disc brakes with ABS and daytime running lamps are standard equipment on the Vibe GT as well.
Like many cars directed at younger buyers, the Vibe emphasizes individuality. Available accessories include a computer desk that buckles into the passenger seat and holds files and supplies, backpacks that can be worn or attached to the front seats and a set of auxiliary storage compartments with a first aid kit.
Vibe GT pricing starts at $19,340. Our test vehicle featured the navigation system, power locks and cruise control, and stickered for $22,825.
Specifications:
All specs are for the 2003 Pontiac Vibe GT, which we tested.
Length: 171.9 in.
Width: 69.9 in.
Height: 62.2 in.
Wheelbase: 102.4 in.
Curb weight: 2800 lb.
Cargo space: 24.6 cu.ft (seats up); 57.2 cu.ft. (seats folded)
Base price: $19,340
Price as tested: $22,825
Engine: 1.8 liter DOHC 16-valve four cylinder
Drivetrain: six-speed manual, front wheel drive
Horsepower: 180 @ 7600
Torque: 130 @ 6800
Fuel capacity: 13.2 gal.
Est. mileage: 25/30
2002 Pontiac Vibe
Jul 21st
Is the Pontiac Vibe too cool for you?
With its active-sports-friendly carpet-less cargo area, cubbies designed specifically for cellphones and PDAs, laptop plug in the dash, a color palette with names like “Envy,” “Salsa” and “Frosty,” and a sunroof/CD upgrade package called “Moon And Tunes,” you’d certainly be forgiven for thinking so. But underneath all that attitude, the all-new Vibe is actually a nice little car.
Apart from a name that will have teenagers giggling, the Vibe combines the versatility of a minivan with the size and maneuverability of a subcompact car, with great success. Best of all, thanks to the magic of corporate cross-pollination, if you love it but just can’t stand the idea of buying a Pontiac, you can run over to your Toyota dealer and purchase the somewhat wackier-looking Matrix, which is the same car. Both cars share basic platforms and drivetrains.
Yeah, sure, people are going to take one look at the Vibe and call it ugly, but most of those people automatically hate anything General Motors builds anyway. Don’t listen to them. If Chevrolet built a bolt-for-bolt replica of a Ferrari, those people would find a reason to hate it. The Vibe is actually a good-looking car. Crossover vehicles like Suzuki’s Aerio and Pontiac’s own Aztek have been plagued by the gawky look inherent to a high-roofed, compact-sized car. The Vibe manages to look cool though, with a muscular one-box body, big fender flares and a lot less plastic cladding than the average Pontiac. The face is a large-grilled affair with prominent cat’s-eye headlamps and a nicely creased hood. At the rear, the roofline drops as the beltline rises, resulting in a strangely shaped D-pillar. It takes a bit of getting used to, but the quirk effectively breaks up the typically boxy station-wagon/SUV silhouette and looks good. A roof rack is standard equipment. Standard 16″ wheels can be swapped out for even larger 17″ alloy wheels, and even the hubcaps on the base model look good.
From the driver’s seat, it looks like Pontiac let Toyota take care of the interior, and that’s a good thing. Handsome seat cloth is the only thing that looks like it came from Pontiac’s style bin–the rest is pure Toyota. There are lots of circles. The deep-set gauges are ringed with chrome and the air vents and ancillary controls put more round holes in the dash. The shifter is mounted high in the console, because of the tall body, but the high seating position keeps it from being awkward. The three-spoke steering wheel and switchgear are straight out of Toyota’s parts bin. The only ergonomic complaint we had with the Vibe’s interior were door pulls that were hard to grasp. In addition to the usual power outlet in the dash, there’s a household-style plug, which allows Vibe owners to run laptop computers and other appliances without power inverters or other expensive adapters. Does it work? A Detroit area Pontiac dealer reportedly ran their office computers from one of the Vibes on their lot during a power outage!
The Vibe’s cargo area is ready for extreme sports gear. It’s lined with plastic instead of carpet, the better to hose the car out if necessary. Multiple cubbyholes and cargo tie-down hooks live back there as well. The lack of carpet is a good thing for carrying dirty or sharp-edged things like mountain bikes, but smaller objects tend to slide about. Listening to a pair of rollerblades bang around in a fifty-seven cubic foot, plastic-lined echo chamber gets very old, very quickly.
The 1.8-liter four-cylinder engine uses variable valve timing with intelligence (VVT-i) technology borrowed from Toyota to make the most of its 130 horsepower. By varying valve timing to increase torque at low speeds and efficiency at higher speeds, VVT-i makes the Vibe feel more powerful than it is. Equipped with the standard five-speed manual transmission, the Vibe is more than capable of dealing with hostile traffic and freeway speeds. As a commuter, the Vibe offers a raised seating position and decent visibility, in spite of those squashed back windows. The noise and drivetrain thrash that GM’s small cars are notorious for is absent; around town, your Vibe is your friend. An available Vibe GT model adds fifty horsepower and a six-speed manual transmission to the mix, turning Pontiac’s little do-all into a serious performer. A four-speed automatic transmission is also available.
An all-wheel drive model is also available, to compete with cars like the Subaru Forester and Honda CR-V. The Vibe AWD is an automatic-only model.
A MacPherson strut independent front suspension is used, with a twist beam rear axle. As a result, the Vibe can haul like a minivan, but doesn’t ride like one. The ride is perfectly carlike, and never tippy or unstable. Disc brakes are installed up front, with drums in the rear. The Vibe GT comes with four-wheel discs, and antilock brakes are available on all models.
Of course, there’s still that attitude we mentioned before. Like many cars directed at younger buyers, the Vibe can be personalized in many different ways. Available accessories include: a computer desk that buckles into the passenger seat and holds files and supplies; backpacks that can be worn or attached to the front seats; a “Gearbox” cargo storage system which attaches to sliding racks in the back; and a set of auxiliary storage compartments with a first aid kit.
It’s priced right for first-time buyers, too. Vibe pricing starts under $17,000 goes up to $19,900 for a Vibe GT and $20,100 for the AWD model. We drove a base Vibe, with no options whatsoever, and it wasn’t a stripped-out car by any stretch. Standard equipment includes a CD player, tinted windows, air conditioning, and that cool laptop plug in the dash. Side airbags, a moonroof, a GPS navigation system and a monochrome appearance package are options. Our test car stickered for $16,800. Don’t worry, the Vibe isn’t too cool for you, even if it looks like it is.
Specifications:
All specs are for the 2002 Pontiac Vibe, which we tested.
Length: 171.9 in.
Width: 69.9 in.
Height: 62.2 in.
Wheelbase: 102.4 in.
Curb weight: 2700 lb.
Cargo space: 24.6 cu.ft (seats up); 57.2 cu.ft. (seats folded)
Base price: $16,340
Price as tested: $16,800
Engine: 1.8 liter DOHC 16-valve four cylinder
Drivetrain: five-speed manual, front wheel drive
Horsepower: 130 @ 6000
Torque: 125 @ 4200
Fuel capacity: 13.2 gal.
Est. mileage: 30/36
Towing capacity: 1500 lb.