2007 Pontiac Torrent: Sporty Utility, but not a Sports-Utility
By Ghrankenstein
The Abridged Version:
Juicy Brains: Award-winning safety. Good. Attractive looks and utility. Improved handling. OnStar a strong selling point. No idiotic useless third-row seat.
Tattered Souls: EPS not sporty enough. 3400 V-6 only a value against 4-cylinder competitors. Onstar an extra-cost option. Malibu MAXX is a better vehicle. No idiotic useless third-row seat.
The Bloody Truth: A worthwhile venture as a sporty family CUV, not yet as a sport-CUV.
The Review:
Much like the Buick Rendezvous when it was introduced, the Pontiac Torrent has been a surprise hit for dealerships that were in dire need for mainstream products in demand. Within the ranks of PBG, the Lacrosse has been an undeserving underachiever, Envoy sales have dropped off, and the Lucerne has been a known commodity from the outset.
I’ve said many times before, that being an engineer for Pontiac must be one of the hardest jobs in the world. Taking what are usually hand-me-downs from Chevrolet, and making them look, drive, and feel different can’t be easy. Catering to younger, performance-oriented buyers with some of the oldest technology in the GM stable doesn’t make life any better.
And yet, in the Torrent, Pontiac has a vehicle with a distinct look and personality in comparison with its conspecifics, the Chevrolet Equinox and Saturn VUE. All three score with easily identifiable SUV styling, rather than the, “What is it?” CUV styling of other crossovers like the Mazda CX-7. The VUE, of course, is a smaller vehicle but not one without merit. The Equinox, which was introduced to the entire automotive community by yours truly, continues to cater to a more sensible value-oriented community with a pleasantly futuristic take on the Chevy Truck theme.
The Torrent, on the other hand, is slightly upscale of the Equinox, with visual appeal meant to compare more with the Nissans Murano and X-Terra. The squared hood and slightly squinty headlights gives the Torrent a more aggressive appearance than the Equinox, and the massive aluminum-bar roof rack makes it look more rugged, even if it isn’t. The Torrent’s headlights, hoodline and satin-trimmed airdam remind me a bit of a kabuki mask. That, in turn, reminds me of a couple of things: the old Troma movie, Sergeant Kabukiman, NYPD, and the old WCCW wrestler called “The Great Kabuki.”
Pontiac has also scored with the right assortment of bright/appealing exterior paint colors. If the Torrent gives up anything to the Equinox in appearance, it’s in the taillights, where its traditional red covers look less upscale, if also less fussy, than the Equinox’s chrome with clear, etched covers.
Though both the Equinox and Torrent share a common powertrain, as well as the same basic suspension, the Torrent’s setup is a firmer, sportier configuration that translates well into its improved road manners. The Equinox is softer, and that’s fine, but Pontiac has done a good job of making the best of what she’s been dealt, most of which was good to begin with.
For 2007, the Torrent has gained four wheel disc brakes, increased steering effort, and yet firmer suspension settings. GM’s industry standard StabiliTrak stability control system, now with active rollover mitigation, a standard feature for 2007. In my opinion, the disc brakes are purely cosmetic, since I never had a problem with the earlier rear drums, but they add to the Torrent’s look, and to its appeal in the spreadsheet-style comparisons that are so popular with the young kids these days.
The suspension changes don’t add as much as they should. The Torrent has always felt crisp and sporty in the handling department, but I feel like I’m missing out on its full potential as soon as I turn the steering wheel and feel the blindly obedient electric power steering (EPS). When I reviewed the original (pre-production) Equinox, I stated that it was probably GM’s best application of EPS yet, and I seriously doubt that it’s a major deal-breaker for budget SUV/CUV shoppers, but it’s a letdown in the more sporting Torrent. EPS brings the Torrent down from a potential poor-man’s SRX to a rich man’s Equinox.
I’m still not a complete detractor from the whole business of EPS. In the current market, the fact that the system saves nearly a full mile per gallon in gas probably accounts for sales, and the 19/26 EPA estimated fuel economy rating is strong in its class, especially for a V-6. With the long wheelbase and wide track, though, the suspension feedback is not enough to counteract the EPS’s lack of communication, and I would gladly accept an 18/25 EPA vehicle with better steering. For most people, the steering means very little, and for those people the Torrent is nicely benign, but I’m not most people. Okay, so I am most people, but only by cannibalistic association.
With CUV’s being the most rapidly growing segment in the industry, they’re also the most rapidly evolving. Even since the Torrent’s timely introduction, new competitors have spawned, most with a lot more power, and some, such as the Mazda CX-7, with more sport. The 3.4L V-6, which GM came within a hair’s width of dubbing VORTEC 3400, serves but one purpose: to out-power competitors’ four-cylinders at the same price. It’s a good engine, in a scrappy sort of way, but power is a big statement of value, and 185 hp, regardless of torque, is simply not enough when decisions are made by spreadsheet comparisons among affordable CUV’s with the potential of topping $30,000.
The 3400, as I said before, is good enough, but its Chinese origin makes the VUE’s 250 hp 3.5L Honda engine seem acceptable. The 3400 is certainly torquey, and it’s especially punchy when combined with the outsourced Aisin 5-speed automatic, but the powertrain tends to lose some luster even among the Buy-American core. We make superior CIB (Cam In Block) 3.5L V-6 engines with 211-224 hp and E-85 flex-fuel compatibility at prices that are already competitive with 4-cylinder imports, and we make a 6-speed Hydra-Matic transaxle that remains the world standard. Thus, the Torrent’s current powertrain isn’t inherently bad, but GM definitely hasn’t put its best foot forward.
On the inside, changes for the 2007 model year are welcome. Pontiac’s “uplevel cloth” trim has been a success because of its attractive look, comfort, and availability with seat heat without resorting to leather trim. From my experience, those who cross-shop the Torrent against the Lexus RX-350, and that number is a triumphant surprise, have often commented that the Torrent’s interior stacks up well against the RX’s base cloth. Matching door trim panels round out a look, and feel, that I prefer over the Torrent’s tight leather made a bit too firm by the smallish seat cushions.
The center stack and gauges are where the biggest changes lie, where the solid satin-silver trim gives way to a satin-trimmed border surrounding GM’s new “Black Tie” head units after a short reign of second-generation corporate radios. The overall look is very attractive, and I have found that the combination of features and controls is a solid utilitarian gain, even if pricier GM models are forced to share the same radios. For 2007, DVD entertainment and DVD-based navigation are now available.
The auxiliary input jack, intended for various pods of one type or another, has already been proven handy by our detail department when shuttling me to off-campus locations, even if their music completely sucked. They just don’t get real music from back when we were kids, like Metallica and Megadeth. The optional Pioneer sound system is unchanged, but superior to the Monsoon systems offered in the G6 and Grand Prix, though the added spatiality could warrant a partial credit. The Torrent is an excellent listening room for good music like Nailbomb or Strapping Young Lad.
The overall look is equal parts Holden (for the materials and colors) and Hyundai (for the circular boundary of the center stack). What’s cool is the backlighting, which is neutral-orange for the LCD display and driver information center (DIC), but Pontiac red for everything else, including the main knob surrounds. Trust me, it’s good. The gauges are now more similar to those of the Solstice, with white motorcycle-style faces beneath the red needles, and with red backlighting. The DIC is hip enough, as long as the car doesn’t have 26 miles on the odometer and a DIC reading of “11.2 mpg.”
Like the Equinox, for now, the Torrent’s strongest suites are safety and utility. GM’s Theta small crossover architecture was built for safety. That safety is a factor that draws customers into showrooms, and comes up every time a customer questions the thick A-pillars. Crash-test ratings stand for themselves when they’re good. And they’re good even without the optional side-curtain airbags, but those who want the curtains have to opt for the Security Package, which adds OnStar’s Safe and Secure package for a year.
OnStar is certainly a good thing. Unfortunately, the press has done a better job of selling it than we salespeople. I’ve found that the OnStar demo, and demonstrating the voice-activated hands-free calling, usually results in a favorable impression from the customer. Quoting the yearly, rather than monthly, subscription has been universally greeted with a, “That’s less than I thought,” response. These days more customers do express interest in OnStar than disinterest, but I’ll say that OnStar should be standard, rather than optional, on the Torrent. If not, the side-curtain airbags should be offered separately.
The Torrent’s utility lies in its Multi-Flex rear seat. I’m a huge advocate of the Malibu MAXX, because of its better mileage, horsepower, and the fact that its rear seats travel separately, but the market has spoken and it wants SUV looks, and the Torrent/Equinox customer will rarely, if ever, look at a MAXX. Still, the Torrent and Equinox have a seat, that will likely be renamed “Smart-Slide,” that has a full eight inches of travel, for maximum legroom, storage space, or accessibility to back-seat children. Like the Equinox, the Torrent offers a multipurpose shelf that can be reversed for yucky cargo or for a tailgate picnic table.
My overall opinion of the Torrent is that of a solid, sporty family vehicle, with rugged good looks, and excellent safety and utility. I think that, as it was intended, the Torrent is best ordered with the Preferred Package, which includes the “uplevel” cloth interior, and not the leather, and whatever options beyond that the consumer wants. Within that price point (usually under $25,000), the Torrent represents a superb value, and even above that, the flexibility in options will usually provide a competitive vehicle for most customer’s wants and needs. Once the big dumb “fully-loaded” request rears its ugly head, the Torrent begs for more than just leather and navigation.
I hope that sales have made the business case for a Pontiac crossover a good one, at least enough to save the Torrent from lame-duck status upon its introduction. The Torrent has been, as many GMI-member salespeople have stated, a surprise hit, and a market-based statement that sporty, family-oriented CUV’s have a strong future.
Despite its differentiation from the Chevrolet Equinox, the Torrent needs more. With the Torrent winning conquest sales as it is, GM needs to market toward its strengths. Styling, safety, and utility are already solid. Performance is what needs to be upgraded, at least in the $26,000-$32,000 range where the Torrent loses ground. The Torrent deserves a sportier steering setup, and I’ll go so far as to recommend options for a lowered suspension and a roof-rack delete.
Suzuki, and its Theta-bodied 2007 XL-7, has proven that the 252-hp 3.6L High Feature V-6 will work in the Torrent’s architecture, and the XL-7 is still a good value despite the costlier engine. On the lower end, the Equinox and Torrent could improve their images with the pleasant new 3.5L VVT and E-85 capability, or with the muscular 3.9L VVT and Active Fuel Management.
The 2007 Torrent is a good vehicle, one that I’m proud to recommend, and one that I’d be proud to own. With precious few changes, though, the Torrent could be transformed into the bargain sports-CUV that it really should be.
By Ghrankenstein
The Abridged Version:
Juicy Brains: Award-winning safety. Good. Attractive looks and utility. Improved handling. OnStar a strong selling point. No idiotic useless third-row seat.
Tattered Souls: EPS not sporty enough. 3400 V-6 only a value against 4-cylinder competitors. Onstar an extra-cost option. Malibu MAXX is a better vehicle. No idiotic useless third-row seat.
The Bloody Truth: A worthwhile venture as a sporty family CUV, not yet as a sport-CUV.
The Review:
Much like the Buick Rendezvous when it was introduced, the Pontiac Torrent has been a surprise hit for dealerships that were in dire need for mainstream products in demand. Within the ranks of PBG, the Lacrosse has been an undeserving underachiever, Envoy sales have dropped off, and the Lucerne has been a known commodity from the outset.
I’ve said many times before, that being an engineer for Pontiac must be one of the hardest jobs in the world. Taking what are usually hand-me-downs from Chevrolet, and making them look, drive, and feel different can’t be easy. Catering to younger, performance-oriented buyers with some of the oldest technology in the GM stable doesn’t make life any better.
And yet, in the Torrent, Pontiac has a vehicle with a distinct look and personality in comparison with its conspecifics, the Chevrolet Equinox and Saturn VUE. All three score with easily identifiable SUV styling, rather than the, “What is it?” CUV styling of other crossovers like the Mazda CX-7. The VUE, of course, is a smaller vehicle but not one without merit. The Equinox, which was introduced to the entire automotive community by yours truly, continues to cater to a more sensible value-oriented community with a pleasantly futuristic take on the Chevy Truck theme.
The Torrent, on the other hand, is slightly upscale of the Equinox, with visual appeal meant to compare more with the Nissans Murano and X-Terra. The squared hood and slightly squinty headlights gives the Torrent a more aggressive appearance than the Equinox, and the massive aluminum-bar roof rack makes it look more rugged, even if it isn’t. The Torrent’s headlights, hoodline and satin-trimmed airdam remind me a bit of a kabuki mask. That, in turn, reminds me of a couple of things: the old Troma movie, Sergeant Kabukiman, NYPD, and the old WCCW wrestler called “The Great Kabuki.”
Pontiac has also scored with the right assortment of bright/appealing exterior paint colors. If the Torrent gives up anything to the Equinox in appearance, it’s in the taillights, where its traditional red covers look less upscale, if also less fussy, than the Equinox’s chrome with clear, etched covers.
Though both the Equinox and Torrent share a common powertrain, as well as the same basic suspension, the Torrent’s setup is a firmer, sportier configuration that translates well into its improved road manners. The Equinox is softer, and that’s fine, but Pontiac has done a good job of making the best of what she’s been dealt, most of which was good to begin with.
For 2007, the Torrent has gained four wheel disc brakes, increased steering effort, and yet firmer suspension settings. GM’s industry standard StabiliTrak stability control system, now with active rollover mitigation, a standard feature for 2007. In my opinion, the disc brakes are purely cosmetic, since I never had a problem with the earlier rear drums, but they add to the Torrent’s look, and to its appeal in the spreadsheet-style comparisons that are so popular with the young kids these days.
The suspension changes don’t add as much as they should. The Torrent has always felt crisp and sporty in the handling department, but I feel like I’m missing out on its full potential as soon as I turn the steering wheel and feel the blindly obedient electric power steering (EPS). When I reviewed the original (pre-production) Equinox, I stated that it was probably GM’s best application of EPS yet, and I seriously doubt that it’s a major deal-breaker for budget SUV/CUV shoppers, but it’s a letdown in the more sporting Torrent. EPS brings the Torrent down from a potential poor-man’s SRX to a rich man’s Equinox.
I’m still not a complete detractor from the whole business of EPS. In the current market, the fact that the system saves nearly a full mile per gallon in gas probably accounts for sales, and the 19/26 EPA estimated fuel economy rating is strong in its class, especially for a V-6. With the long wheelbase and wide track, though, the suspension feedback is not enough to counteract the EPS’s lack of communication, and I would gladly accept an 18/25 EPA vehicle with better steering. For most people, the steering means very little, and for those people the Torrent is nicely benign, but I’m not most people. Okay, so I am most people, but only by cannibalistic association.
With CUV’s being the most rapidly growing segment in the industry, they’re also the most rapidly evolving. Even since the Torrent’s timely introduction, new competitors have spawned, most with a lot more power, and some, such as the Mazda CX-7, with more sport. The 3.4L V-6, which GM came within a hair’s width of dubbing VORTEC 3400, serves but one purpose: to out-power competitors’ four-cylinders at the same price. It’s a good engine, in a scrappy sort of way, but power is a big statement of value, and 185 hp, regardless of torque, is simply not enough when decisions are made by spreadsheet comparisons among affordable CUV’s with the potential of topping $30,000.
The 3400, as I said before, is good enough, but its Chinese origin makes the VUE’s 250 hp 3.5L Honda engine seem acceptable. The 3400 is certainly torquey, and it’s especially punchy when combined with the outsourced Aisin 5-speed automatic, but the powertrain tends to lose some luster even among the Buy-American core. We make superior CIB (Cam In Block) 3.5L V-6 engines with 211-224 hp and E-85 flex-fuel compatibility at prices that are already competitive with 4-cylinder imports, and we make a 6-speed Hydra-Matic transaxle that remains the world standard. Thus, the Torrent’s current powertrain isn’t inherently bad, but GM definitely hasn’t put its best foot forward.
On the inside, changes for the 2007 model year are welcome. Pontiac’s “uplevel cloth” trim has been a success because of its attractive look, comfort, and availability with seat heat without resorting to leather trim. From my experience, those who cross-shop the Torrent against the Lexus RX-350, and that number is a triumphant surprise, have often commented that the Torrent’s interior stacks up well against the RX’s base cloth. Matching door trim panels round out a look, and feel, that I prefer over the Torrent’s tight leather made a bit too firm by the smallish seat cushions.
The center stack and gauges are where the biggest changes lie, where the solid satin-silver trim gives way to a satin-trimmed border surrounding GM’s new “Black Tie” head units after a short reign of second-generation corporate radios. The overall look is very attractive, and I have found that the combination of features and controls is a solid utilitarian gain, even if pricier GM models are forced to share the same radios. For 2007, DVD entertainment and DVD-based navigation are now available.
The auxiliary input jack, intended for various pods of one type or another, has already been proven handy by our detail department when shuttling me to off-campus locations, even if their music completely sucked. They just don’t get real music from back when we were kids, like Metallica and Megadeth. The optional Pioneer sound system is unchanged, but superior to the Monsoon systems offered in the G6 and Grand Prix, though the added spatiality could warrant a partial credit. The Torrent is an excellent listening room for good music like Nailbomb or Strapping Young Lad.
The overall look is equal parts Holden (for the materials and colors) and Hyundai (for the circular boundary of the center stack). What’s cool is the backlighting, which is neutral-orange for the LCD display and driver information center (DIC), but Pontiac red for everything else, including the main knob surrounds. Trust me, it’s good. The gauges are now more similar to those of the Solstice, with white motorcycle-style faces beneath the red needles, and with red backlighting. The DIC is hip enough, as long as the car doesn’t have 26 miles on the odometer and a DIC reading of “11.2 mpg.”
Like the Equinox, for now, the Torrent’s strongest suites are safety and utility. GM’s Theta small crossover architecture was built for safety. That safety is a factor that draws customers into showrooms, and comes up every time a customer questions the thick A-pillars. Crash-test ratings stand for themselves when they’re good. And they’re good even without the optional side-curtain airbags, but those who want the curtains have to opt for the Security Package, which adds OnStar’s Safe and Secure package for a year.
OnStar is certainly a good thing. Unfortunately, the press has done a better job of selling it than we salespeople. I’ve found that the OnStar demo, and demonstrating the voice-activated hands-free calling, usually results in a favorable impression from the customer. Quoting the yearly, rather than monthly, subscription has been universally greeted with a, “That’s less than I thought,” response. These days more customers do express interest in OnStar than disinterest, but I’ll say that OnStar should be standard, rather than optional, on the Torrent. If not, the side-curtain airbags should be offered separately.
The Torrent’s utility lies in its Multi-Flex rear seat. I’m a huge advocate of the Malibu MAXX, because of its better mileage, horsepower, and the fact that its rear seats travel separately, but the market has spoken and it wants SUV looks, and the Torrent/Equinox customer will rarely, if ever, look at a MAXX. Still, the Torrent and Equinox have a seat, that will likely be renamed “Smart-Slide,” that has a full eight inches of travel, for maximum legroom, storage space, or accessibility to back-seat children. Like the Equinox, the Torrent offers a multipurpose shelf that can be reversed for yucky cargo or for a tailgate picnic table.
My overall opinion of the Torrent is that of a solid, sporty family vehicle, with rugged good looks, and excellent safety and utility. I think that, as it was intended, the Torrent is best ordered with the Preferred Package, which includes the “uplevel” cloth interior, and not the leather, and whatever options beyond that the consumer wants. Within that price point (usually under $25,000), the Torrent represents a superb value, and even above that, the flexibility in options will usually provide a competitive vehicle for most customer’s wants and needs. Once the big dumb “fully-loaded” request rears its ugly head, the Torrent begs for more than just leather and navigation.
I hope that sales have made the business case for a Pontiac crossover a good one, at least enough to save the Torrent from lame-duck status upon its introduction. The Torrent has been, as many GMI-member salespeople have stated, a surprise hit, and a market-based statement that sporty, family-oriented CUV’s have a strong future.
Despite its differentiation from the Chevrolet Equinox, the Torrent needs more. With the Torrent winning conquest sales as it is, GM needs to market toward its strengths. Styling, safety, and utility are already solid. Performance is what needs to be upgraded, at least in the $26,000-$32,000 range where the Torrent loses ground. The Torrent deserves a sportier steering setup, and I’ll go so far as to recommend options for a lowered suspension and a roof-rack delete.
Suzuki, and its Theta-bodied 2007 XL-7, has proven that the 252-hp 3.6L High Feature V-6 will work in the Torrent’s architecture, and the XL-7 is still a good value despite the costlier engine. On the lower end, the Equinox and Torrent could improve their images with the pleasant new 3.5L VVT and E-85 capability, or with the muscular 3.9L VVT and Active Fuel Management.
The 2007 Torrent is a good vehicle, one that I’m proud to recommend, and one that I’d be proud to own. With precious few changes, though, the Torrent could be transformed into the bargain sports-CUV that it really should be.
