2005 Pontiac G6
Auto Reviews
Gerry Malloy Bio
- Sleek styling
- Roomy interior
- Standard V6 engine
- Competitive pricing
- Lacks overall refinement
- Four-speed automatic transmission
- ABS not standard in base model
- Numb steering
Overall rating is 7.8
Based on a new global platform, with sleek new styling and better performance, the Pontiac G6 is a step-function improvement over the Grand Am it replaces.
Pontiac's all-new G6 is a direct replacement for the Grand Am, which despite being seriously long-in-the-tooth, has consistently been one of GM's best-selling cars. That makes it a tough act to follow. By any measure other than sales, the Grand Am was far from a great car, and the G6 is clearly an improvement in every respect.
A "game-changing" car
Based as it is on the company's global Epsilon platform, which it shares with the Saab 9-3, Opel Vectra, and Chevrolet Malibu and Malibu Maxx, it starts with good genes. And a sleek new appearance that GM says represents the new look of Pontiac surely won't hurt its cause.
It is competing in a very tough segment, however, against such primary foes as the Honda Accord, Mazda6, Nissan Altima, and Toyota Camry. Other potential competitors include the Chrysler Sebring, Mitsubishi Galant, and Volkswagen Jetta, as well as its Chevrolet Malibu siblings and the forthcoming Ford Fusion.
Initially, the G6 is offered only in four-door sedan form and two trim levels, base and GT, both with a 3.5-litre V6 engine and automatic transmission. Over the next year, a fixed-roof coupe and a retractable hardtop-convertible will become available.
To assess the G6's "game-changing" abilities, I drove both base and GT versions (with starting MSRPs of $24,700 and $27,715 respectively), the latter being the primary focus of this report.
Looking Good!
It takes just one glance to see that the G6 looks like no Pontiac before it. Gone are the slathered-on body-cladding and over-the-top details that characterized previous models. They are replaced by a smooth, clean, tapered look that is the epitome of good taste - like an Alfa Romeo, only better!
A major contributor to the car's good looks is its impeccable proportion, which is aided by an unusually-long wheelbase, relative to its length. Its 2852 mm, shared with the Malibu Maxx wagon, is 152 mm longer than the Malibu sedan's, and more than 100 mm greater than those of its primary Japanese competitors.
With a 4802-mm overall length, however, it is longer than the Mazda 6, similar in length to the Accord and Camry, and shorter than the Altima, Sebring and Taurus. Perhaps surprisingly, given Pontiac's long-established 'wide-track' image, the G6 has the narrowest track of its competitive set, and it is narrower overall than all but the Mazda6.
Room Galore Inside
That long wheelbase pays huge dividends in interior space. Combined front-and-rear leg-room surpasses that of its major competitors by more than 200 mm!
Front leg-room, according to the G6's specifications is exceptional, and in reality it is, because of unusually long seat travel. But even with the front seat adjusted for my 95th-percentile height, real rear leg- room is far more impressive than the published numbers suggest. I can sit 'behind myself' with knee-room to spare - which is a good thing for the car's sloping roofline interferes with my head, forcing me to slouch forward. And that is without the optional (for $2175!) four-panel 'panoramic' sunroof, which gobbles up even more rear headroom. Front headroom is adequate for me, aided by a power height-adjustable driver seat in the GT.
The G6 is tighter than its primary competitors in hip- and shoulder-room, effectively limiting the 60/40-split rear seat to two adult occupants. Releases for the seatback are located inside the trunk, which, at 396 litres, is a bit smaller than in most competitors. Deck-lid struts don't intrude on cargo space, but because of the short- deck styling, the trunk opening is relatively small.
Improved Interior Quality
There are still some exposed hard-plastic bits and rough edges inside, but on the whole the quality of the G6's interior, in terms of design, materials, and fit-and-finish, is an order of magnitude better than the Grand Am's. It may not be best in class, but it is competitive within its class.
In appearance, it remains avant-garde, though now more tastefully so. Ergonomics, with the washer/wipers on a right-hand stalk and HVAC controlled by three round knobs, are without major fault. Unfortunately, the G6 continues Pontiac's obsession with red instrument lighting, thus blurring their images for middle-aged eyes.
Front seats are big and on the soft side, with sufficient side-bolstering to keep occupants in place without restricting access. A standard tilting and telescoping steering column aids in finding the right driving position, as do adjustable pedals in the GT. All models feature air conditioning, power windows and mirrors, remote locking, an AM/FM audio system, with CD player, and cruise control. A novel, Canadian-developed remote starter is standard on the GT, as is a premium Monsoon sound system.
Front side-airbags and front and rear head-curtain airbags are available options.
Under the Skin
GM says the G6's high level of body rigidity is in typical luxury-car range, and enables big improvements in crash safety, NVH, and ride and handling. Suspension is via struts and aluminium control arms up front, a four-link independent layout in back, with anti-roll bars and isolated cradles at both ends. Brakes are discs all around, with ABS and traction control on the GT, and steering is electrically-assisted on the base car, hydraulically on the GT. Its 225/50VR17 tires, on alloy wheels, are the biggest in its competitive group, but push the GT's turning diameter to 12 metres, the worst in the group.
Both initial models are powered by the same 3.5-litre, pushrod V6 engine used in the Malibus, rated at 200 hp at 5600 rpm, and 220 lb-ft of torque at 3200 rpm. That is less power than any of its primary Japanese V6 competitors, but more torque than all but the Camry, at a lower, more useful speed.
Both models get four-speed automatic transmissions, while most of their competitors offer five or six-speed automatics. The GT's includes a manual-shift mode, and is mated to a lower-ratio final drive, which accounts for an increase in composite fuel consumption (NRCan figures) from 8.8 litres/100 km, which betters its major competitors, to 9.9 litres/100 km.
A 2.4-litre OHC four, coming in the base car next year, will be rated at 175 hp and 170 lb-ft of torque. A new GTP model gets a 3.9-litre pushrod V6 with 240 hp and 245 lb-ft of torque, and an available six-speed manual transmission.
Continue reading....
http://en.autos.sympatico.msn.ca/vip...home&pos=Edit2