REVIEWS AND ROAD TESTS

Economy class

The Pontiac Sunfire is not the most refined of vehicles, but the fact remains that it’s one of the best-selling cars in its category. Since 2001, executives at Pontiac have developed even more economical models in response to Korean competition.The interior is spacious but surprisingly dull despite the redesigned dashboard. Some of the materials used are pathetic and the finishing quality leaves room for improvement. The stylists provided some practical storage spaces and the roomy trunk can handle even more when the rear seat is folded down.The good old 2.2-litre base engine is still sluggish, noisy, and prone to unpleasant vibrations, especially when teamed up with the rustic three-speed automatic transmission. It makes us yearn for the new GM L4 already powering the big Saturn models that will be available later this year. We got more interesting performances from the optional 2.4-litre four-cylinder engine ( to be dropped from the lineup) and the four-speed automatic transmission, which significantly lowered the noise level in the passenger cabin. One sure way to economize is to choose the five-speed manual gearbox that is standard on all models. Steering proves precise enough on the road, but is so nimble as to neutralize all sensation.

The same can’t be said of the suspension, which responds harshly to every crack and bump in the road. The ABS system is extremely sensitive and activates at the drop of a hat, and the effectiveness of the traction control system is still doubtful.

When price plays a crucial role, the Sunfire will often win the coin toss. If your budget permits, however, a word of advice: shop around.

PROS
Choice of models
Roomy interior
Competitive price

CONS
Sluggish base engine
Noise levels

CRASH TEST (five stars indicate the best protection)
Driver: * * *
Passenger: *

REVIEWS AND ROAD TESTS

Economy class

The Pontiac Sunfire is not the most refined of vehicles, but the fact remains that it’s one of the best-selling cars in its category. Since 2001, executives at Pontiac have developed even more economical models in response to Korean competition.The interior is spacious but surprisingly dull despite the redesigned dashboard. Some of the materials used are pathetic and the finishing quality leaves room for improvement. The stylists provided some practical storage spaces and the roomy trunk can handle even more when the rear seat is folded down.The good old 2.2-litre base engine is still sluggish, noisy, and prone to unpleasant vibrations, especially when teamed up with the rustic three-speed automatic transmission. It makes us yearn for the new GM L4 already powering the big Saturn models that will be available later this year. We got more interesting performances from the optional 2.4-litre four-cylinder engine ( to be dropped from the lineup) and the four-speed automatic transmission, which significantly lowered the noise level in the passenger cabin. One sure way to economize is to choose the five-speed manual gearbox that is standard on all models. Steering proves precise enough on the road, but is so nimble as to neutralize all sensation.

The same can’t be said of the suspension, which responds harshly to every crack and bump in the road. The ABS system is extremely sensitive and activates at the drop of a hat, and the effectiveness of the traction control system is still doubtful.

When price plays a crucial role, the Sunfire will often win the coin toss. If your budget permits, however, a word of advice: shop around.

PROS
Choice of models
Roomy interior
Competitive price

CONS
Sluggish base engine
Noise levels

CRASH TEST (five stars indicate the best protection)
Driver: * * *
Passenger: *

REVIEWS AND ROAD TESTS

Too sedate to be a Pontiac

You have to be strong to resist the temptation the Pontiac Grand Prix brings your way. Sleek lines, an impressive cockpit, supercharged mechanics - this Pontiac has major assets to console new fathers who’ve had to give up a Firebird in favour of a family-oriented vehicle. All this to say that the Grand Prix promises a lot, but in the end, doesn’t deliver so much. Pontiac is already shifting its focus to the future generation, scheduled to come along in 2003..The strong and silent type, this model looks rock-solid. In spite of its smaller appearance, the Grand Prix is still as roomy as a Taurus, for example. Pontiac refers to it as a five-passenger vehicle, on condition that the fifth person agrees to put up with a hard seat back that doubles as a housing for a plastic shelf with cup holders. The front seat passengers don’t have much to complain about. Bucket seats are inviting, but they offer minimal support for thighs. The cumbersome dashboard groups together detailed instrumentation that’s easy to read and the console is oriented towards the driver to make it easy to use various controls. Now comes the criticism: the vehicles we test drove were very poorly assembled and the passenger compartment was filled with the kind of noise you really shouldn’t have to endure at this price level. Among other things, the trunk’s narrow opening makes it awkward to load heavy or large items.To keep its sporty image intact, the cornerstone to its success, Pontiac had to give the Grand Prix the means to fulfill its ambitions. Despite the fact that a supercharged engine is available, statistics show that most buyers choose the standard Series II 3800 V6. The four-speed automatic transmission helps it achieve acceptable performance levels while keeping fuel consumption reasonable, unless you drive in the city, where the Grand Prix develops a powerful thirst.

There’s good reason to question the suspension’s efficiency. It’s harsh and it shakes up the Grand Prix at the slightest bump or irregularity in the road surface. The power steering system is heavy and rarely lets you negotiate a corner without having to correct the initial trajectory. Wide tires delay the car’s tendency to oversteer and provide optimal adherence when roads are dry. Although we didn’t have the chance to test them thoroughly, the brakes seemed to be efficient, but nothing special. There isn’t much else to say, except that this model’s assembly quality should be reconsidered seriously. On the other hand, hats off for a style that doesn’t age rapidly.

PROS
Attractive lines
Detailed instrumentation
Good engine choices

CONS
Oversized dashboard
Marginal manufacturing quality
Stiff suspension (GTP)

REVIEWS AND ROAD TESTS

Too sedate to be a Pontiac

You have to be strong to resist the temptation the Pontiac Grand Prix brings your way. Sleek lines, an impressive cockpit, supercharged mechanics - this Pontiac has major assets to console new fathers who’ve had to give up a Firebird in favour of a family-oriented vehicle. All this to say that the Grand Prix promises a lot, but in the end, doesn’t deliver so much. Pontiac is already shifting its focus to the future generation, scheduled to come along in 2003..The strong and silent type, this model looks rock-solid. In spite of its smaller appearance, the Grand Prix is still as roomy as a Taurus, for example. Pontiac refers to it as a five-passenger vehicle, on condition that the fifth person agrees to put up with a hard seat back that doubles as a housing for a plastic shelf with cup holders. The front seat passengers don’t have much to complain about. Bucket seats are inviting, but they offer minimal support for thighs. The cumbersome dashboard groups together detailed instrumentation that’s easy to read and the console is oriented towards the driver to make it easy to use various controls. Now comes the criticism: the vehicles we test drove were very poorly assembled and the passenger compartment was filled with the kind of noise you really shouldn’t have to endure at this price level. Among other things, the trunk’s narrow opening makes it awkward to load heavy or large items.To keep its sporty image intact, the cornerstone to its success, Pontiac had to give the Grand Prix the means to fulfill its ambitions. Despite the fact that a supercharged engine is available, statistics show that most buyers choose the standard Series II 3800 V6. The four-speed automatic transmission helps it achieve acceptable performance levels while keeping fuel consumption reasonable, unless you drive in the city, where the Grand Prix develops a powerful thirst.

There’s good reason to question the suspension’s efficiency. It’s harsh and it shakes up the Grand Prix at the slightest bump or irregularity in the road surface. The power steering system is heavy and rarely lets you negotiate a corner without having to correct the initial trajectory. Wide tires delay the car’s tendency to oversteer and provide optimal adherence when roads are dry. Although we didn’t have the chance to test them thoroughly, the brakes seemed to be efficient, but nothing special. There isn’t much else to say, except that this model’s assembly quality should be reconsidered seriously. On the other hand, hats off for a style that doesn’t age rapidly.

PROS
Attractive lines
Detailed instrumentation
Good engine choices

CONS
Oversized dashboard
Marginal manufacturing quality
Stiff suspension (GTP)

REVIEWS AND ROAD TESTS

Look at Me!

Whether you love ‘ em or hate ‘ em, feel shame or feel pride, the Pontiac Grand Am GT has only one purpose in life: to attract our collective hatred and appreciation. It is exactly what a lot of people are looking for—its sales are up 60% thanks to its attractive compact form, but its look at me attitude often rubs critics the wrong way.In order not to disappoint a clientele attracted to its extravagant frame, the interior of the Grand Am has been decorated in a similarly delirious style. The original, slightly sporty design of the dashboard breaks the traditional mould. The complete and easy-to-read instrumentation is mounted inside two circles which, at night, glow with a spectacular orange light. I would have liked to see a gear indicator there, to avoid having to lower your eyes from the console when you want to see what gear you ’ re in. And as for the gear shift itself, strangely enough, it was impossible to slide into first gear on our test model without ripping the sheath that surrounds the lever.

Unbelievable. I would also criticize the impractical small storage pouches on the front doors, the low and uncomfortable rear seats which, while they may be fine for young kids, are quite uncomfortable for grown passengers, and the very soft front seats which don ’ t provide enough support. Taking a closer look, there are also several glitches in the finishing, never mind the fact that the assembly is not always rigorous or precise. On the other hand, the interior also has its good points, such as a spacious trunk whose opening, interior walls and low threshold makes it easy to load. It is also possible to lower part or all of the rear seat backs. The standard equipment is also quite complete for the GT model.Aside from equipment and flourishes, what does the GT have to offer that makes it stand apart from the more economical SE model? The GT ’ s suspension is more firm (it has stiffer springs, fatter anti-sway bars), tires with more grip on dry roads (though you ’ ll still need snow tires for winter driving), rear disc brakes for more powerful stops (the SE makes do with drums), and modified mechanics to ensure faster acceleration. What ’ s more, the 3.4-litre Ram Air-type engine has only five more horses than the V6, with the same capacity, which slogs away under the hood of the SE. That said, even if the Grand Am GT will never win the Nobel prize for engine refinement (there ’ s nary a camshaft to be found), it has enough energy and vigour to make one forget the primitive nature of its team. Still, there ’ s one problem: the engine can only be paired with an automatic transmission, which is, thankfully, excellent. Could there be a manual transmission in the works? For now, it is only available with the noisy, but inoffensive four-cylinder, 2.2-litre engine that comes standard with the SE.

Awakened by a flick of the starter, the exhaust system roars with the deep, throaty sound of the old-school V8. The GT reaches 100 km/hr in less than 8 seconds, a feat which is out of the reach of the SE series equipped with a V6.

Compared to the V6 engines of the competition, the Grand Am GT definitely lacks subtlety and softness. But it exceeds them all in terms of acceleration, pickup and fuel consumption, on that score, this Pontiac ’ s reduced tank capacity makes frequent fill-ups necessary.

And what of the sportiness of the Grand Am GT? Well, it ’ s easy to guide through  the desired trajectory, and it likes taking on one curve after another, as long as you leave it enough time. It would be useless to rush it, for its heavy, sluggish chassis has an inertia that weighs heavily on the steering, creating a sort of waltzing motion. With the new version, it is more fun to take on the fast curves, and you ’ ll appreciate the increased stability. The power steering could however be more precise, as the wheel feels a little clumsy. The modified suspension has a beneficial effect on road behaviour, better drivability, shock absorption and filtration. And as an added bonus, the vehicle ’ s handling gains in both neutrality and safety. As for the braking system, it ensures definite, effective stops, but is not the most powerful, such that you must press very hard on the pedal to slow down. All in all, while it may not be the most rigorous car around, the Grand Am GT has a charming personality that, over a few kilometres, really grows on you.

PROS
Generous V6
Solid and safe handling
 Complete instrumentation

CONS
Limited capacity gas tank
Uncomfortable rear seats
Lack of aesthetic finesse and restraint

L4 « Ecotec » engine 2,2 L DOHC
New exterior colour

2003

REVIEWS AND ROAD TESTS

Look at Me!

Whether you love ‘ em or hate ‘ em, feel shame or feel pride, the Pontiac Grand Am GT has only one purpose in life: to attract our collective hatred and appreciation. It is exactly what a lot of people are looking for—its sales are up 60% thanks to its attractive compact form, but its look at me attitude often rubs critics the wrong way.In order not to disappoint a clientele attracted to its extravagant frame, the interior of the Grand Am has been decorated in a similarly delirious style. The original, slightly sporty design of the dashboard breaks the traditional mould. The complete and easy-to-read instrumentation is mounted inside two circles which, at night, glow with a spectacular orange light. I would have liked to see a gear indicator there, to avoid having to lower your eyes from the console when you want to see what gear you ’ re in. And as for the gear shift itself, strangely enough, it was impossible to slide into first gear on our test model without ripping the sheath that surrounds the lever.

Unbelievable. I would also criticize the impractical small storage pouches on the front doors, the low and uncomfortable rear seats which, while they may be fine for young kids, are quite uncomfortable for grown passengers, and the very soft front seats which don ’ t provide enough support. Taking a closer look, there are also several glitches in the finishing, never mind the fact that the assembly is not always rigorous or precise. On the other hand, the interior also has its good points, such as a spacious trunk whose opening, interior walls and low threshold makes it easy to load. It is also possible to lower part or all of the rear seat backs. The standard equipment is also quite complete for the GT model.Aside from equipment and flourishes, what does the GT have to offer that makes it stand apart from the more economical SE model? The GT ’ s suspension is more firm (it has stiffer springs, fatter anti-sway bars), tires with more grip on dry roads (though you ’ ll still need snow tires for winter driving), rear disc brakes for more powerful stops (the SE makes do with drums), and modified mechanics to ensure faster acceleration. What ’ s more, the 3.4-litre Ram Air-type engine has only five more horses than the V6, with the same capacity, which slogs away under the hood of the SE. That said, even if the Grand Am GT will never win the Nobel prize for engine refinement (there ’ s nary a camshaft to be found), it has enough energy and vigour to make one forget the primitive nature of its team. Still, there ’ s one problem: the engine can only be paired with an automatic transmission, which is, thankfully, excellent. Could there be a manual transmission in the works? For now, it is only available with the noisy, but inoffensive four-cylinder, 2.2-litre engine that comes standard with the SE.

Awakened by a flick of the starter, the exhaust system roars with the deep, throaty sound of the old-school V8. The GT reaches 100 km/hr in less than 8 seconds, a feat which is out of the reach of the SE series equipped with a V6.

Compared to the V6 engines of the competition, the Grand Am GT definitely lacks subtlety and softness. But it exceeds them all in terms of acceleration, pickup and fuel consumption, on that score, this Pontiac ’ s reduced tank capacity makes frequent fill-ups necessary.

And what of the sportiness of the Grand Am GT? Well, it ’ s easy to guide through  the desired trajectory, and it likes taking on one curve after another, as long as you leave it enough time. It would be useless to rush it, for its heavy, sluggish chassis has an inertia that weighs heavily on the steering, creating a sort of waltzing motion. With the new version, it is more fun to take on the fast curves, and you ’ ll appreciate the increased stability. The power steering could however be more precise, as the wheel feels a little clumsy. The modified suspension has a beneficial effect on road behaviour, better drivability, shock absorption and filtration. And as an added bonus, the vehicle ’ s handling gains in both neutrality and safety. As for the braking system, it ensures definite, effective stops, but is not the most powerful, such that you must press very hard on the pedal to slow down. All in all, while it may not be the most rigorous car around, the Grand Am GT has a charming personality that, over a few kilometres, really grows on you.

PROS
Generous V6
Solid and safe handling
 Complete instrumentation

CONS
Limited capacity gas tank
Uncomfortable rear seats
Lack of aesthetic finesse and restraint

L4 « Ecotec » engine 2,2 L DOHC
New exterior colour

2003

REVIEWS AND ROAD TESTS

Burn Rubber

We have not had the privilege of living in that hallowed era when the fuel flowed like water into the Holley carburators of the big V8 engines, and we could impress our friends (and the girls) by squealing the rear tires until they almost burst. A tip for nostalgic car owners: Pontiac still produces a model guaranteed to bring back those glory days: the Firebird. And it promises, as one of the most extreme models available, to resuscitate your wild youth.Unless the unexpected happens, the Boisbriand plant in Quebec will soon stop production of the Pontiac Firebird and its twin, the Chevrolet Camaro, within a few months. Before the guillotine blade drops, the Firebird is still on the road, with a new bag full of innovations every year, to help fans forget that its end is near.

So what do people think of the Firebird? It ’ s certainly not attractive. But it is fascinating, even though it resembles a caricature of the 1960 ’ s idea of the car of the future, with its large tires and false air ducts on the hood. Devoid of all refinement, the lines of this Pontiac are frankly aggressive, flashy, and even monstrous, but that ’ s exactly what its fans are looking for.

The wide and heavy doors (be careful not to scrape them on the sidewalk, this car is low) open onto a surprisingly narrow cockpit given the model’s exterior dimensions. There is more headroom in the convertible or coupe—almost enough to wear a toque with a pom-pom. Into the bargain, the two small bucket seats in the rear are good only for well-behaved children who are old enough not to need a child’s seat (it ’ s much too narrow) and who are willing to travel without their favourite toys. The front passenger will wonder about the strange bump at his or her feet (for your information, it’s the catalyzer), while the driver must cope with a restrained visibility (the rear upright panels are unfortunately not transparent), which makes it particularly difficult to negotiate certain manoeuvres, even thought the turning radius is good. And whether you expect it or not, the Firebird is intimidating for whoever is found at the controls.

The driver ’ s seat is very low and the shift knob is enormous, while the steering wheel is extraordinarily slim. And what can we say about the trunk, except that the sill is high and it’s barely able to take on three bags of groceries. Small appetites are recommended! What ’ s more, the quality of manufacturing is questionable. It may be tempting to blame the Boisbriand factory workers for the sometimes rushed assembly of some parts, but you have to admit that the base design simply lacks refinement.When you get behind the wheel, there’s some good news and some bad news. The engine, a 5,7-litre V8, provides 325 horses and 350 pound-feet of torque in its Ram Air version (that is, its most oxygenated version), and this despite its simplistic technology.

And it ’ s got legs. Its formidable torque catapults you around tight turns with disconcerting ease. Acceleration is astounding, but stops short of violent. But if the Trans AM Ram Air engine lacks refinement, what can be said for its enormous and heavy chassis, which stresses bulk rather than up-to-date automotive technology? Overall, it ’ s clear that the convertible (the coupe is a about fifty kg lighter) weighs more than a tonne and a half on the scales. But the relationship between weight and power remains impressive.

On the road, the big V8 puts out a sort of smothered growl that is not unpleasant in the least. But at low and medium speeds, the Firebird can not be confused for a silent car, especially with the top off. The Trans AM ’ s behaviour on dry roads in good condition is decent. Tires grip like Velcro and the steering system has all the precision of a heart surgeon. On the other end of the spectrum, the six-speed manual transmission requires a hand and foot of tempered steel and you need healthy kidneys to help you absorb the effects of bumpy road, considering the non-existent vibration of the suspension parts. The automatic transmission, preferred by consumers, is better adapted, but the V8’s torque makes shifting a bit brutal. There’s no question that the tamer 3.8-litre, 200 horsepower V6 is a better idea for anyone looking for a car that makes day-to-day life as easy as possible.

This coupe’s tendency to oversteer (the rear fishtails) has been reduced with the addition of much-needed antiskid technology, designed to limit the frequent loss of control of the rear-driven wheels. But when you disconnect from this electric crutch, the rear starts to swing like only Ricky Martin can. These spectacular skids can be exhausting in the long run. Luckily, they can be easily corrected with the steering wheel and accelerator.

Lastly, considering the power of the beast, one would have expected better braking efficiency and a softer, easier to control pedal.

 Those who remain nostalgic (or incorrigible) for American-style racing will find comfort at the wheel of this speedster, and relive sensations from the past. For the rest of us, the car will solicit the desire to set off on an unbridled adventure…

PROS
Performance of the V8
Solid road handling
ell adapted automatic transmission

CONS
Cramped interior
 Jumpy and stiff suspension
Brakes lack bite

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: * * *

REVIEWS AND ROAD TESTS

Burn Rubber

We have not had the privilege of living in that hallowed era when the fuel flowed like water into the Holley carburators of the big V8 engines, and we could impress our friends (and the girls) by squealing the rear tires until they almost burst. A tip for nostalgic car owners: Pontiac still produces a model guaranteed to bring back those glory days: the Firebird. And it promises, as one of the most extreme models available, to resuscitate your wild youth.Unless the unexpected happens, the Boisbriand plant in Quebec will soon stop production of the Pontiac Firebird and its twin, the Chevrolet Camaro, within a few months. Before the guillotine blade drops, the Firebird is still on the road, with a new bag full of innovations every year, to help fans forget that its end is near.

So what do people think of the Firebird? It ’ s certainly not attractive. But it is fascinating, even though it resembles a caricature of the 1960 ’ s idea of the car of the future, with its large tires and false air ducts on the hood. Devoid of all refinement, the lines of this Pontiac are frankly aggressive, flashy, and even monstrous, but that ’ s exactly what its fans are looking for.

The wide and heavy doors (be careful not to scrape them on the sidewalk, this car is low) open onto a surprisingly narrow cockpit given the model’s exterior dimensions. There is more headroom in the convertible or coupe—almost enough to wear a toque with a pom-pom. Into the bargain, the two small bucket seats in the rear are good only for well-behaved children who are old enough not to need a child’s seat (it ’ s much too narrow) and who are willing to travel without their favourite toys. The front passenger will wonder about the strange bump at his or her feet (for your information, it’s the catalyzer), while the driver must cope with a restrained visibility (the rear upright panels are unfortunately not transparent), which makes it particularly difficult to negotiate certain manoeuvres, even thought the turning radius is good. And whether you expect it or not, the Firebird is intimidating for whoever is found at the controls.

The driver ’ s seat is very low and the shift knob is enormous, while the steering wheel is extraordinarily slim. And what can we say about the trunk, except that the sill is high and it’s barely able to take on three bags of groceries. Small appetites are recommended! What ’ s more, the quality of manufacturing is questionable. It may be tempting to blame the Boisbriand factory workers for the sometimes rushed assembly of some parts, but you have to admit that the base design simply lacks refinement.When you get behind the wheel, there’s some good news and some bad news. The engine, a 5,7-litre V8, provides 325 horses and 350 pound-feet of torque in its Ram Air version (that is, its most oxygenated version), and this despite its simplistic technology.

And it ’ s got legs. Its formidable torque catapults you around tight turns with disconcerting ease. Acceleration is astounding, but stops short of violent. But if the Trans AM Ram Air engine lacks refinement, what can be said for its enormous and heavy chassis, which stresses bulk rather than up-to-date automotive technology? Overall, it ’ s clear that the convertible (the coupe is a about fifty kg lighter) weighs more than a tonne and a half on the scales. But the relationship between weight and power remains impressive.

On the road, the big V8 puts out a sort of smothered growl that is not unpleasant in the least. But at low and medium speeds, the Firebird can not be confused for a silent car, especially with the top off. The Trans AM ’ s behaviour on dry roads in good condition is decent. Tires grip like Velcro and the steering system has all the precision of a heart surgeon. On the other end of the spectrum, the six-speed manual transmission requires a hand and foot of tempered steel and you need healthy kidneys to help you absorb the effects of bumpy road, considering the non-existent vibration of the suspension parts. The automatic transmission, preferred by consumers, is better adapted, but the V8’s torque makes shifting a bit brutal. There’s no question that the tamer 3.8-litre, 200 horsepower V6 is a better idea for anyone looking for a car that makes day-to-day life as easy as possible.

This coupe’s tendency to oversteer (the rear fishtails) has been reduced with the addition of much-needed antiskid technology, designed to limit the frequent loss of control of the rear-driven wheels. But when you disconnect from this electric crutch, the rear starts to swing like only Ricky Martin can. These spectacular skids can be exhausting in the long run. Luckily, they can be easily corrected with the steering wheel and accelerator.

Lastly, considering the power of the beast, one would have expected better braking efficiency and a softer, easier to control pedal.

 Those who remain nostalgic (or incorrigible) for American-style racing will find comfort at the wheel of this speedster, and relive sensations from the past. For the rest of us, the car will solicit the desire to set off on an unbridled adventure…

PROS
Performance of the V8
Solid road handling
ell adapted automatic transmission

CONS
Cramped interior
 Jumpy and stiff suspension
Brakes lack bite

CRASH TEST (five stars indicate the best protection)
Driver: * * * *
Passenger: * * *