Automotive Reviews
Posts tagged Pontiac
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.
2003 Pontiac Sunfire
Jul 21st
It may be the darling of rentacar agencies everywhere, but that doesn’t mean that Pontiac considers the compact Sunfire to be out of the game. The Sunfire soldiers into 2003 with a fresh redesign and an improved powerplant.
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
2002 Pontiac Grand Prix GTP 40th Anniversary Edition
Jul 21st
Just like a baby boomer, the Pontiac Grand Prix has quietly entered middle age. Although it made its debut in 1962, it seems to have aged better than most of its peers from that time period.
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