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The G6 Makes
Pontiac Competitive
In Small Cars Again
By: Brandon Dye
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With the G6, Pontiac is setting a new direction for
its vehicles. No longer will they be superfluous
designs with yesterday’s dynamics but clean,
contemporary vehicles with varying degrees of the
driving excitement Pontiac is supposed to offer.
Thanks mostly to heavy incentives, the Grand Am sold
in healthy numbers, but it wasn’t a vehicle that
could take on today’s ever-more-impressive small car
competition. Thankfully, when it came time to
replace the Grand Am, GM started with its excellent
Epsilon architecture and built from there. It
shouldn’t surprise anyone that when you build with
better components, you end up with a better vehicle.
That’s exactly what Pontiac has done.
As I mentioned, the Epsilon architecture provides a
strong foundation for the G6. It features a
class-leading 112.3-inch wheelbase for a strong
visual statement and impressive rear seat legroom as
well as sharp handling—thanks to the wheels being
pushed to the extreme corners. Even when tossing the
car around body roll is kept to a minimum. On each
corner are 17” wheels (16” on non-GT models) with
V-rated rubber and antilock disc brakes. The
MacPherson strut front suspension and 4-link rear
setup provided our car with a good balance of
composure and suppleness.
But chassis composure alone will not sell many cars.
There are many other areas that contribute to a
successful vehicle. Too often in the past GM has
ignored these areas. With the G6, it’s a mixed bag.
The brakes, for example, felt strong and featured
surprisingly good pedal feel with very little dead
space at the top of the pedal travel. Some GM
vehicles,
Buick LaCrosse, for example, have an inch of
pedal travel where nothing happens. It’s an
unnerving feeling and one that we’re glad is absent
in the G6. The G6 utilizes electric power steering
to greater success than many other vehicles with the
same system. For the most part, the boost correlates
to the speed of the vehicle so the effort gets
heavier when entering an on-ramp and is reduced to
pinky-spinning levels in a parking garage. It’s not
completely perfect by any measure and there are
still occasions where the wheel feels unnaturally
light for the event. Nonetheless, it’s evident
engineers are making progress with these systems and
that is a good thing for enthusiasts.
A 4-speed automatic isn’t exactly on the forefront of
transmission technology these days but the manual
shift mode that comes standard on the GT model turns
this mediocre tranny into a pretty entertaining
alternative. Most of this praise is due because,
unlike many competitors, Pontiac engineers
programmed the transmission to actually do what the
driver asks it. That means holding a gear, provided
it isn’t going to send engine internals in every
direction, right up to the redline. Shifts in manual
mode are also satisfyingly crisp and quick.
A 3.5-liter V6 gets the G6 down the road with moderate
haste. Its 200hp and 220lb-ft of torque do a good
job at blending everyday sensibilities with a bit of
a performance edge. The G6 is rated at 21/29mpg
city/highway thanks partly to our vehicle’s
cruising-friendly 3.29-axle ratio. GT models are
equipped with standard traction control for improved
all-season drivability.
All G6s are well-equipped to start with, but our GT
model added some luxury features above and beyond
what you’ll find in most of the competition. The
panoramic power roof, for example, can open wide to
lend an open-air feel to the cabin and is part of
the $3,145 Premium Value Package. It isn’t very
useful in December and we would be concerned about
leaks ten years down the road but it does take the
sunroof to the next level. Also included in the
Premium Package are a 6-disc in-dash CD changer,
chrome wheels and OnStar.
The interior is a big step beyond the levels of Grand
Am appointments. The dash and doors are finished in
low-gloss materials and some brightwork around the
gauges and vents break up the otherwise all-black
cockpit. The $1,365 Leather Package on our car added
Heated Ebony leather seats, steering wheel and shift
knob. The seats were noted for fitting just about
everyone who sat in them and keeping them in place
when the roads got curvy. The climate controls are
straightforward and all controls are placed within
easy reach. Side impact air bags for the front seats
and head-curtain air bags were an additional $690
but offer a high level of protection for the money.
The only other option was one of the most useful and
we’re glad it’s finally making it into vehicles from
the factory. It is, of course, the $150 remote
vehicle starter system. We can testify to the
excellent range of the system and it’ll feel like
the best $150 you’ve ever spent on the first cold
morning you slip into your toasty, pre-heated car.
If $28,275 sounds like a bit much for a Grand Am
replacement we’ll remind you that our car was fully
loaded with $5,350 of options. Forgo some of the
luxuries (leather seats) and the gimmicks (panoramic
power roof) and a G6 GT is available for $23,300.
What you get for that price is a car with decent
room for front and rear seat passengers, clean
styling and solid performance. Quite simply, the G6
makes Pontiac competitive in small cars again.
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| The
Good: |
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Clean looks, smart transmission, solid chassis,
remote starter, panoramic roof impresses friends.
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| The
Bad: |
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Electric steering, unexciting rear-end styling,
questionable long-term issues with panoramic roof.
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| The
Verdict: |
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Finally an offering from Pontiac that’s worth a good
look.
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