Automotive Reviews
Posts tagged sedan
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.
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 Mazda Mazda6
Sep 17th
Sure, you can afford a decent sports sedan. Expensive European manufacturers no longer have a lock on that department with the introduction of Mazda’s newest family sedan. Forget the old Mazda 626, because this isn’t it. Chances are you’ve already forgotten it anyway, but that’s a good thing.
New for 2003, the Mazda6 is a larger, more powerful, arguably more loveable family sedan. It replaces both the Millenia and the 626, and brings a healthy dose of “zoom-zoom” sportiness to the normally boring three-box sedan department. It’s built on its own platform, and rumor has it that it’s so good corporate parent Ford will be basing some of its own cars on the Mazda6 in the future.
Your opinion of the Mazda6 will be determined in a large part by your reaction to the design. It’s unabashedly sporty, with short overhangs front and rear and a tapered front end that’s got a healthy dose of the new, wedgy Mazda family look that made its debut on the RX-8 sports car. Aggressive fender flares and big 16″ wheels give the impression of a car that’s already been customized by teenagers. A deep trapezoidal grille is topped with a thick chrome bar and flanked by glass-covered multi-unit headlights. Out back, car folk will notice the dual exhaust, which is standard on all Mazda6 models. If that’s not gimme-your-lunch-money enough, a Sport package adds 17″ wheels, a larger airdam and side cladding, and a rear spoiler. In short, this car is unlikely to appeal to conservative drivers.
That’s just fine though, because the Mazda6 isn’t meant for conservative drivers. A choice of four- or six-cylinder power is offered, with 160 horsepower from the 2.3 liter four-cylinder and a very assertive 220 from the 3.0 V6. We drove the V6, of course, and when hooked up to the standard five-speed manual transmission, this is a family car that loves to go out and play. Continuously variable valve timing allows the V6 to be smooth at low speeds but lets all the horses loose when power is demanded. Playing in Lexus IS300 and Audi A4 territory is not a problem for the Mazda6. Automatic transmissions are available too; a four-speed for the four-cylinder and a five-speed for the V6.
Between the engine and its road manners, we’d prefer the Mazda6 to most other family sedans for a day trip. A double-wishbone front suspension (instead of the struts used on most mass-market cars) helps to ensure that this car can really dance. The multi-link rear suspension is compact and tuned for handling. On the road, the Mazda6 feels a bit more taut than the average family sedan, but it’s still comfortable enough for a day-trip. Steering is quick and responsive, and big four-wheel anti-lock disc brakes are standard. Like most high-zoot sports sedans, the Mazda6 is also equipped with electronic brake distribution and ABS-based traction control.
The only down point is the interior, which seems to be a year or two out of fashion already. The steering wheel is much thinner than in your average sports car, and the dash and door panels don’t live up to the slick exterior. The rotary air conditioner controls look cool and work well, and there’s a handy dash-top cubby. Chrome accents around the red-backlit gauges are standard Mazda fare. The Mazda6 is comfortable for four, cozy for five, and the console takes inspiration from race cars rather than rental cars. The audiophile crowd will be well served by the optional subwoofer-equipped Bose audio system.
Mazda’s newest sedan is priced nicely, too. It will run with the expensive Europeans, but our V6 equipped test car stickered for just $25,345 with amenities like a leather interior, side-curtain airbags, the Sport package, a moonroof and the loud sound system. Expect less option-heavy versions to go out the door for $21,000 or less.
Specifications:
All specs are for the 2003 Mazda Mazda6, which we tested.
Length: 186.8 in.
Width: 70.1 in.
Height: 56.7 in.
Wheelbase: 105.3 in.
Curb weight: 3243 lb.
Base price: $21,100
Price as tested: $25,345
Engine: 3.0 liter DOHC 24-valve V6
Drivetrain: five-speed manual, front-wheel drive
Horsepower: 220 @ 6300
Torque: 192 @ 5000
Fuel capacity: 18.0 gal.
Est. mileage: 20/27
2003 Infiniti M45
Sep 17th
It’s not just the starched and pressed good looks of the Infiniti M45 that made us think of it as the automotive equivalent of a good butler. It’s the subtle ability beneath the traditional-looking body. Combining the 4.5 liter V8 found in the Q45 with a smaller body, the M45 (Infiniti’s first “M”-badged car since the M30 of the early 1990s) aims to be a full-scale sports sedan, like Lexus’ GS430 or Lincoln’s LS V8.
Like the old M30, the M45 is a square-rigged car. This car is the embodiment of quiet style, with a broad, horizontal-slat grille and sheer sides that accentuate the M45′s long, low look. Front and rear are squared off, with very low-relief bumpers. This is a retro design that doesn’t actually refer to any particular era, but still seems to be from a different time. Even the headlights’ shape hints at the quad headlamps of older American iron, although high-intensity discharge xenon bulbs weren’t even though of back then. The doors feature frameless glass. Huge 18″ wheels advertise the M45′s performance aspirations. We liked the design, but agreed with onlookers who found the M45 rather faceless. It’ll make a good car for the undercover cops of the future, kind of like the mid-1980s Dodge Diplomat was back in the day. Whether that’s a good role for a purported luxury car to tumble into, we don’t know.
Inside, the M45 is much more futuristic. Most distinctive is the center console, which is raised up to easy hand level, and is tilted so it’s almost horizontal. It’s quirky at first, but easy to get used to. The seats are wide and comfortable, and if it weren’t for the ultra-modern amber-lit gauges and available Infiniti Navigation System in the console we’d almost feel like we were driving an unusually stylish ’70s GM product, but in a good way. The leather interior is accented by charcoal-colored wood, and looks impressive. Go mad on the options list, and the M45 is available with a wild array of equipment, including laser-guided cruise control, heated/air conditioned front seats, voice-recognition software and a seven-speaker premium audio system by Bose.
Under the skin, the M45 owes a lot to those old “Yank tanks” too, with a V8 engine up front and rear-wheel drive. The 340-horsepower 4.5 liter DOHC V8 is shared with the Q45, but it’s naturally more effective in the lighter M45. The five-speed automatic transmission takes care of the power without drama. Once again assuming the role of butler, the M45 will get up and go with authority, but without drama. This car likes to play, but does so with a sly smile rather than shouts of glee.
Like the rest of Infiniti’s athletic lineup, the M45 is equipped for backroad barnstorming, if that’s your pleasure. A fully independent suspension and Vehicle Dynamic Control (VDC) stability control keep this big car manageable when the going gets twisty. VDC includes an integral traction control system and the usual brake assist and brake force distribution aids which reduce the danger of a spin during emergency braking. We found that VDC intervened a bit too quickly for our tastes in the M45; the system itself isn’t intrusive, but that light was flashing an awful lot. The large 18″ wheels that come standard on the M45 are shod with high-performance tires, too. Although billed as a performance sports sedan, the M45 isn’t harsh or overly stiff on the road. It’s perfectly content playing luxury sedan, if that’s what’s asked of it. Four-wheel disc brakes with ABS are standard equipment.
Keeping in step with the rest of the fiercely competitive sport-luxury sedan segment, the M45 has an impressive standard-equipment list, which includes xenon headlamps, VDC, leather and the premium sound system. Option packages called “Comfort and Convenience,” “Technology,” and “Premium” enable M45 owners to outfit this junior sedan just as comprehensively as any Q45. M45 pricing starts at $42,300.
Specifications:
All specs are for the 2003 Infiniti M45, which we tested.
Length: 197.2 in.
Width: 69.7 in.
Height: 57.6 in.
Wheelbase: 110.2 in.
Curb weight: 3851 lb.
Cargo space: 21.1 cu.ft.
Base price: $42,300
Price as tested: $42,905
Engine: 4.5 liter DOHC V8
Drivetrain: five-speed automatic, rear-wheel drive
Horsepower: 340 @ 6400
Torque: 333 @ 4000
Fuel capacity: 21.1 gal.
Est. mileage: 17/23