Maybe it’s just the hype surrounding the Solstice and G6 retractable hardtop, but it seems like the all-new Pontiac Torrent hasn’t gotten nearly as much attention as one would expect.  It’s a sort-of SUV that fills the gap in the lineup left by the Aztek’s departure.  It’s not the same size as the Aztek, but its multi-purposeful body and available all-wheel drive mean that it will appeal to similar buyers.  It’s based (perhaps a bit too closely) on the Chevrolet Equinox, and Pontiac calls it an SUV but it’s more of a do-all than an off-roader.

With gas prices going up each week, versatile crossover SUVs like the Torrent are catching the eyes of many buyers, and they’re finding homes even as the backlash against gas-hogging truck-based sport-utes gains momentum.  The Torrent is a smart move for Pontiac–but will anyone notice?

Pontiac also seems to be recoiling from the oddball styling that got the Aztek laughed at, because the Torrent’s look is decidedly uninspired.  The Torrent closely resembles the Equinox, with only token attempts made add some Pontiac family distinction.  The familiar split grille up front and big round foglights are about the only hints that this is a Pontiac.  From the side and rear it’s got the smooth jellybean look that’s becoming common to GM’s SUVs.  Splashes of satin silver trim look good on dark-colored Torrents and we’re glad there’s no plastic cladding, but this trucklet doesn’t stand out in a crowd, either.

It acquits itself with ability.  The Torrent is a good do-all, if perhaps a bit larger on the outside than it needs to be.  This is a better people hauler than a cargo vehicle; the cargo area is tall but narrow, and the Torrent won’t carry much more than a conventional station wagon, in spite of flat-folding front seats.  For rear-seat passengers it’s a fantastic ride, though.  The rear seat is adjustable fore and aft, with lots of legroom and a flat floor for easy ingress.  The Torrent’s seats are chair-height and comfortable all around.  Four passengers will find the Torrent as comfortable as most minivans.  The interior styling follows Pontiac’s aesthetic, which involves a lot of dark plastic and satin-silver trim.  Manly-men who don’t want to be seen in minivans but need the utility might find themselves more comfortable in a Torrent.

The Torrent isn’t about off-roading, it’s about on-pavement erranding, and to that end it’s outfitted like a rolling purse.  From the driver’s seat it seems like everywhere you put your hand, you’ll find another storage bin or cubbyhole.  Oversized cargo may not fit so well in the rear, but everything else–purses, backpacks, cell phones, laptops, briefcases, umbrellas, any suburban equipment you can think of–has a spot.  There’s a good-sized armrest storage compartment, a small rubber-lined shelf around the shifter for change, a large cubby on the floor, and plenty of cupholders.  The large door bins are good for CD cases and maps.  The Torrent was one of the few vehicles in which we didn’t have to contend with extra keys and cell phones tumbling around as we drove.  We had only one quibble with the interior layout, and that was the window switches, which are arrayed in an unintuitive pattern on the center console.  This arrangement is common to the Equinox and Saturn VUE with which the Torrent shares its guts.  Amenities on our test truck included XM satellite radio, cruise control, a leather interior, side curtain airbags, and a big sliding sunroof.

The drivetrain is basic but uninspired.  The 3.4 liter V6 under the hood offers decent power for a do-all.  At 185 horsepower, it’s just enough for the Torrent’s 3660-pound weight, and only just.  Acceleration is by no means neck-snapping, but the Torrent doesn’t feel underpowered, either.  GM’s transmissions these days are reasonably good, and the Torrent’s five-speed automatic doesn’t disappoint.  It’s capable around town and on the freeway, but don’t go looking for technological wizardry as the Torrent sticks with what’s tried and true.  All-wheel drive is offered for a measure of poor-weather stability, but our front-wheel drive Torrent handled a sudden rainstorm without complaint thanks to standard anti-lock brakes and traction control.  The Torrent can tow up to 3500 pounds.

A stiff structure lies beneath the sheetmetal.  The Torrent’s unibody is backed up by full-length frame rails, and the result is a sturdy, secure-feeling vehicle.  The four-link rear suspension and MacPherson struts up front are “sport-tuned,” which means that it’s a bit stiffer than its platform-mates.  The Torrent handles a bit bigger than it is, although parking lot nimbleness enhanced by electronic power steering.  Does it drive like a car?  Yes–a large, somewhat clumsy car.  This means that it’s par for the course as far as mid-sized SUVs go.  The Torrent enjoys being in town more than it does the open road.

Now that the Aztek is gone, the Torrent is it as far as Pontiac-badged SUVs go.  Most folks are going to consider this a good thing, of course.  The Torrent doesn’t stand out from the crowd, but it’s a competent enough do-all.  Pricing starts at $22,400.  Our tester was equipped with XM satellite radio, a subwoofer-pumped sound system and leather interior, among other optionals, and stickered for $28,335.

Specifications:
All specs are for the 2006 Pontiac Torrent, which we tested.
Length:         188.8 in.
Width:            71.4 in.
Height:            67.0 in.
Wheelbase:        112.5 in.
Curb weight:        3660 lb.
Cargo space:        32.2 cubic feet (all seats up); 68.6 cu.ft. (seats folded)
Towing capacity:    3500 lb.
Base price:        $22,400
Price as tested:    $28,335
Engine:     3.4 liter V6
Drivetrain:     five-speed automatic, front-wheel drive
Horsepower:     185 @ 5200
Torque:     210 @ 3800
Fuel capacity:        16.6 gal.
Est. mileage:        19/24

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

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

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.

It’s the first significant visual update for the smallest Pontiac in recent memory, and it’s a welcome change.  Cat’s-eye headlamps and prominent turn signals replace the Sunfire’s beaky nose.  The grille has been enlarged as well, and the Sunfire’s new face makes it one of the more expressive Pontiacs of recent years.  The rounded sedan body style remains more or less the same, with a nice selection of new three-spoke 15″ and 16″ wheels to choose from.  Out back, the taillights have been enlarged and the rear end aspect simplified.  Much of the excess cladding that Pontiac has become notorious for is absent.  An unusual spoiler mounted at the bottom edge of the rear window is standard equipment.  The freshened Sunfire stands out from both Enterprise Rentacar’s fleets and from its many subcompact Japanese competitors.

Inside, the orange gauges and gumdrop stereo buttons are familiar.  New seat cloth patterns are wild and distinctive.  A folding rear seat increases cargo capacity.  The real changes aren’t as obvious.  The standard single-CD sound system can be upgraded to an eight-speaker Monsoon system, or to XM satellite radio.  General Motors’ OnStar “directions and connections” system is also available, offering emergency services at the touch of a button.

Under the hood, there’s a 2.2 liter four-cylinder engine that debuted last year as an option.  The “Ecotec” engine is now standard on all Sunfires.  It’s shared with the new Chevrolet Cavalier and Saturn ION as well.  The Ecotec’s 140 horsepower is about the same as the previous engine; the big news is in smoothness.  A stiffened block and oil pan and a cam cover designed to reduce noise transmission all go toward modernizing the Ecotec engine.  The Sunfire’s new engine lacks the thrashy note and vibration issues that plagued the car for years.  The smoother powerplant should make a world of difference.  Buyers can choose a five-speed manual transmission or an optional four-speed automatic.  We prefer the manual, which is produced by German transmission maker Getrag.

The Sunfire’s supension still has MacPherson struts up front and a somewhat archaic control arm and twist-beam rear.  Handling can be called economy-car like rather than sporty.  For getting around town it’s a handy enough system, but more sophisticated compacts like the Ford Focus and Honda Civic are more fun to drive.  When the going gets slippery, the Enhanced Traction System is a part of the optional automatic transmission and limits wheelspin.  Anti-lock brakes are also offered.  Side airbags are available, making the Sunfire one of the few compact cars to offer them.

The Sunfire has always been aggressively priced, especially compared to Hondas and Toyotas which seem to get more expensive every year.  The smallest Pontiac is offered in one trim level with option packages to boost the content level, and the bottom line is $15,180.  Prices like that are normally attached to bargain-basement Korean cars.  For that price, the Sunfire comes with air conditioning, daytime running lights, a rear window defroster and of course dual airbags.

Specifications:
All specs are for the 2003 Pontiac Sunfire.
Length:         182 in.
Width:            68.4 in.
Height:            53.0 in.
Wheelbase:        104.1 in.
Curb weight:        2606 lb.
Cargo space:        12.4 cu.ft.
Base price:        $15,180
Engine:         2.2 liter DOHC inline four-cylinder
Drivetrain:         five-speed manual transmission, front-wheel drive
Horsepower:         140 @ 5600
Torque:         150 @ 4000
Fuel capacity:        14.1 gal.
Est. mileage:        24/33

In proper Detroit fashion, Pontiac is celebrating the milestone with a special edition.  The Grand Prix 40th Anniversary edition, an option package available on Grand Prix GT and GTP models, features special hood vents, wheels, badging, and rooftop “fences” like those found on NASCAR racers.  A unique color is also part of the package, and the scheme is carried over to the interior.  It’s the latest fashion among cars.

Otherwise, the 40th Anniversary Grand Prix carries on its tradition of full-size Pontiac goodness.  The “Wide Track” body style puts it in competition with the racy family sedans from Dodge and Chrysler, but the Grand Prix is more conservatively designed than Chrysler’s flying-wedge cars.  The cat’s-eye headlamps and twin element grille have been Pontiac hallmarks for years.  The 40th Anniversary car wears chrome 16″ wheels that don’t look as good as they could, but the rest of the special equipment is quite eyecatching.   All 40th Anniversary models are painted a deep Dark Cherry red.  The hood vents are functional “heat extractors,” which help to keep the supercharger cool.  It pushes the limits of Pontiac’s ability to stick additional nostrils on the front of the car, but the design remains integrated, if not necessarily clean.  The rooftop fins aren’t noticeable until you’re up close, but they’re a neat design fillip.  In light of past Pontiacs, the Grand Prix 40th Anniversary Edition is more subtle than many, and lacks the too-much-plastic look that Pontiac has been criticized for in the past.

Inside, the Ruby Red seats and dashboard inserts lend a unique touch to the Grand Prix’ bulbous interior.  The cabin is wide and spacious, and the seating position is good but Pontiac’s materials selection leaves something to be desired.  The controls and layout don’t seem quite fitting for a car that’s pricey enough to compete with the likes of Acura and Infiniti.  Pontiac’s interior plastics are a bit too rough-grained and toylike.  Equipment like a six-way driver’s seat and stereo with CD player is standard.  Our test car featured the optional heated driver’s seat, sunroof, and Pontiac’s signature head-up display which projects the speed onto the windshield.  It’s a love-it-or-hate-it option; we generally kept it turned off.

The big Pontiac acquits itself nicely on the road, however.  It’s no German sports sedan, but a supercharged 3.8 liter V6 enables the Grand Prix to step out nicely when the light turns green.  The Grand Prix is rated at a healthy 240 horsepower.  Power delivery is eager, if a bit unruly at times.  We noticed a bit of torque steer, mostly when there was sand or rain making the road a bit slick.  The boost from the supercharger is subtle and nicely modulated, unlike the hammerblow of acceleration to be found in other blown cars.  Given the Grand Prix’ mission as a family car, this is a good thing.  A four-speed automatic is the only transmission offered.  Lesser Grand Prix models are equipped with naturally aspirated versions of the 3.8 V6, with only 200 horsepower.

Four-wheel anti-lock brakes are also standard.  Holding the wheels on the road is a fully suspension with MacPherson struts up front and a tri-link coil over strut setup at the rear.  Anti-roll bars are included, but even with its “Wide Track” design the Grand Prix isn’t a huge fan of seriously curvy roads.  It’s easily upset by frost heaves.  Keep the roads smooth and the Grand Prix makes an amiable cruiser, however.  Freeways are its favorite stomping grounds.

It’s a bit more special than the typical tape-’n'-paint special edition from Detroit–but only just.  Our test car was a GTP sedan with the 40th Anniversary package, and stickered for $30,050.  That’s not shockingly expensive, but it’s encroaching upon Acura 3.2TL territory, and the Grand Prix just isn’t well-built enough to seem as good a value at that price point.  The Grand Prix GTP starts at $25,805, and when compared to Ford Taurus and Honda Accord, it’s easily in the game.  Given the 40th Anniversary edition’s almost $3000 premium over the Grand Prix GTP, we’d suggest opting for the regular GTP, unless you just have to have the Dark Cherry paint and those cute little roof fins.

Specifications:
All specs are for the 2002 Pontiac Grand Prix GTP 40th Anniversary Edition, which we tested.

Length:     197.5 in.
Width:        72.7 in.
Height:        54.7 in.
Wheelbase:    110.5 in.
Curb weight:    3559 lb.
Cargo space:    16.0 cu.ft.
Base price:    $25,805
Price as tested: $30,050
Engine:     3.8 liter supercharged V6
Drivetrain:     four-speed automatic, front-wheel drive
Horsepower:     240 @ 5200
Torque:     280 @ 3600
Fuel capacity:    17.5 gal.
Est. mileage:    18/28

That’s changed since Pontiac redesigned the Bonneville last year.  Pontiac’s flagship sedan’s sporty looks have finally filtered through to the working parts beneath.  And that’s a good thing, as declining sales suggested the previous Bonneville had outlived its usefulness by a considerable margin.  The redesign keeps the familiar Bonneville face and Coke-bottle shape, but a healthy dose of refinement is a welcome change.  All-new in 2000, the biggest Pontiac sedan enters 2001 with few changes to its successful new outlook.

The Bonneville is mature-looking car…for a Pontiac.  It’s not as wild a design as the Grand Am or ill-advised Aztek, but it still looks from some angles like the offspring of a Toyota Camry and the Batmobile.  Traditional Pontiac cues such as a grille with a subtle chrome ring, split air intakes low in the bumper, and a rise in body line at the C-pillar ensure that loyal Bonneville buyers won’t be turned off.  The plastic-cladding level has been turned down several notches, which makes it easier to take the Bonneville seriously.  Still, it’s still one of the few large sedans that can wear a spoiler with a straight face.  Up front, the familiar Bonneville front end has been updated with a smoother look which molds the bumper seamlessly with the body.  Out back, the subtlety has been forgotten in favor of an overdone, busy taillight scheme.

Inside, the Bonneville has been similarly modernized and matured without losing its basic “Pontiacness.”  The first thing to greet passengers is an array of eyeball-style air vents, staring right back.  There are eight of them, but it seems like there are more. If they were chrome, it could be 1968. We liked them.  The bulgy dash is familiar Pontiac fare, as are the large, gumdrop-shaped buttons which control the air conditioning and radio, and the door pulls and steering wheel which have finger-indents.  A racy T-handle shifter in the console selects the gears.  The seats are typically GM-wide, and feel firm but squishy, like inflatable beanbags.  Heated seats are optional.  There’s a ski-sized panel in the rear seat, extending the trunk for long, narrow cargo.  Unfortunately, the Delco sound system in our test car wasn’t as good as the factory systems in many other cars.  And we’ve never been a fan of GM’s automatic locking system, which locks the doors when the car is put into gear, but forces you to unlock them manually when you park.

The biggest change to the Bonneville is in its newfound driving manners.  MacPherson struts up front and an independent lower control arm suspension with automatic level control at the rear bring the Bonneville’s performance into the 21st century.  The flaccid feel of the previous model is gone.  The steering is responsive, and the four-wheel disc brakes make par as well.  And, of course, it doesn’t scream for mercy if you push it hard on a twisty road.  Don’t be mistaken; a BMW M5 would eat it for lunch, but so what?  The big Pontiac’s behavior at all speeds is great, and for its sub-$30,000 price it’s a very good-feeling car.  It feels more substantial and solid than a Mercury Sable, and it’s easier to see out of than a Chrysler Concorde.  And to make it an even three points in its favor, the Bonneville also has a great deal more personality than a Toyota Avalon.

It’s also a great deal less “grown-up” than any of them.  In SE and SLE models, a 205-hp V6 provides power that will have sixteen-year-old boys and their fathers alike ripping needlessly away from traffic lights, just to enjoy the acceleration.  It’s boyishly fun, but far from hard to handle.  For more grunt, the top-of-the-line SSEi has a supercharged V6 with 240 horsepower.  The SSEi also features larger brakes, larger wheels and thicker stabilizer bars, for a more overtly sporty ride.  A four-speed automatic transmission is standard on all models.

Bonnevilles come in three trim levels; SE, SLE, and SSEi, in order of increasing cost and complexity.  Our test vehicle was an SE, featuring the standard large sedan fare; power windows and locks, trunk pass-through, side airbags, and a nifty tire pressure monitor.  The plusher SLE adds a performance axle, remote entry, spoiler, and other luxuries to the mix, and the top-of-the-line SSEi has Stabilitrak traction control, Pontiac’s head-up display instrument panel, power seats, and a trunk accessory kit.   The SE starts at $23,680, and our test vehicle stickered for $28,420.

Specifications:
All specs are for the 2001 Pontiac Bonneville SE, which we tested.
Length:     202.6 in.
Width:        74.2 in.
Height:        56.6 in.
Wheelbase:    112.2 in.
Curb weight:    3590 lb.
Cargo space:    18.0 cu.ft
Base price:    $23,680
Price as tested: $28,420
Engine: 3.8 liter V6
Drivetrain: four-speed automatic transmission, front-wheel drive
Horsepower:      205 @ 5200
Torque:     230 @ 4000
Fuel capacity:    18.5 gal.
Est. mileage:    19/30

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

But that’s okay.  In street trim, the Grand Prix boasts features that the stock car can’t, like doors, seating for four, and an air conditioner.  It’s also a lot less expensive, so whether it’s a better car than a NASCAR Grand Prix is a matter of debate.  But to sway things in favor of the road car, the Grand Prix adds GM’s OnStar system, a revised dual-zone climate control, and new wheels to its bag of tricks for 2001.  The Grand Prix GTP is the top of the line, highest-performance model, and a new Special Edition is available as well.

The current Grand Prix’s design dates to 1997.  It’s a big, slick-looking car, with a surprisingly understated interpretation of Pontiac’s usually wild and spiky family look.  Pontiac’s “Wide Track” design makes the Grand Prix look bigger than it is; at a glance it seems to be a larger car than the Bonneville, which resides a step up on the price ladder.  Smooth, flowing lines give the Grand Prix a subtle Coke-bottle shape.  The GTP Special Edition is more aggressive looking, with a big spoiler, extra nostrils on the hood and special badging.

Inside you’ll find an interior that also dates to a previous generation of Pontiac cars.  GM has improved its ergonomics since the Grand Prix was built, and we’re glad for it.  The Grand Prix has strangely-bolstered seats, which bulge in uncomfortable places, and the lower seat cushions are too short.  The dash and console-mounted shifter are cheap plastic, and the climate controls are unnecessarily complex as well.  On the positive side, the Grand Prix is comfortable, in a very reclined sort of way.  Rear-seat room is generous, even in two-door models.  A Driver Information Center and optional integrated trip computer are handy as well, but the ergonomics and overall layout are overdue for an update.

GM’s OnStar system is an emergency link to a security and information service that can offer directions, police and fire assistance, and other information 24 hours a day.  The service is standard on the Grand Prix GTP.

Of course, there’s no V8 under the hood.  The GTP does feature a 3.8 liter supercharged V6, however, and it’s no slouch.  Unfortunately, only automatic transmissions and front-wheel drive are available, making the GTP more of a rapid boulevard cruiser than an outright sports car.  The four-speed automatic is standard equipment, and shifts smoothly.  It’s happiest on the freeway; with more comfortable seats we could cruise all day in a Grand Prix.  Traction control is standard, as are four-wheel disc brakes with ABS.

The “Wide Track” designation is mostly advertising hype.  The Grand Prix is 72.7 inches wide, which isn’t that much wider than its competition.  It’s wide enough to corner decently. though, thanks to that width.  A MacPherson strut front and independent rear suspension are fairly standard fare to keep the rubber on the road.

As the top of the line, of course almost everything is standard on a Grand Prix GTP.  Pontiac equips this car with a head-up dash display, dual-zone climate control, CD player, and traction control straight from the factory; GTP pricing starts at $25,355.  Add a leather interior, heated driver’s seat, and a sunroof, and the Grand Prix GTP stickers for $27,430, which is quite a bit less than a Winston Cup car would cost you, and more comfortable besides.

Specifications:
All specs are for the 2001 Pontiac Grand Prix GTP coupe
Length: 197.5 in.
Width: 72.7 in.
Height: 54.7 in.
Wheelbase: 110.5 in.
Curb weight: 3495 lb
Base price:     $25,355
Price as tested: $27,430
Drivetrain: four-speed automatic transmission, front-wheel drive
Horsepower: 240 @ 5200
Torque: 280 @ 3200
Fuel capacity: 17.5 gal.
Est. mileage: 18/28

6/2009 update:  I never liked the Grand Prix.  Seriously.  Like the Grand Am, it was a few steps behind the curve in most aspects.  Yes, they run just fine, and yes, for some people it’s a great vehicle.  Never did anything for me, though, and still doesn’t.  They haven’t aged well, either.  If there’s such a thing as automotive pattern baldness, both the Grand Prix and Grand Am suffer from it.

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.