2005 Pontiac G6 Review

Specifications

A Serious Domestic Threat to the Imports

Other than an intense curiosity, I cant say I was looking forward to driving the G6. Dont get me wrong, I think it looks superb and expected it to drive pretty well considering Pontiac derives its general framework from GMs Epsilon architecture, that also underpins the sensation Saab 9-3 and commendable Malibu among others.

So why the hesitation? I guess it comes down to the fact that I hate cheap interiors, and in this regard Pontiac has hardly impressed me in recent years despite a promise to improve. After all, if the top-of-the-line Bonneville and Grand Prix models deliver bargain-basement interior quality, then what could I honestly expect from a lesser model?

As it seems a heck of a lot! Pontiacs future looks promising as sub-grade interiors appear to be a dark memory buried deep in the past, at least when it comes to the G6. I kept touching and tapping the dash, window surrounds, center console and just about everywhere else, amazed at how this domestic brand had somehow morphed its Grand Am from one of the worst offenders in its class to one of the best in cabin execution.

Its also important to consider that the cars I drove were preproduction, usually lower quality than production models. Nevertheless the shiny, brittle plastic of the Grand Am was nonexistent, replaced with low-gloss, impressively textured surfaces throughout. GM made sure the journalists at the event understood that the G6 interior would improve even beyond what we were experiencing ahead of the game, with additional aluminum trim on the center stack components. The red-on-black backlit gauges would also be white-on-black during the day, a change that I believe will improve instrument visibility.

I should mention that while the G6s higher quality materials are much appreciated, the cars fit and finish is also impressive. All interior surfaces butt up against each other in near perfect alignment. Its dash layout is refreshingly simple and straightforward, especially compared to the “look at me ma no hands” boy-racer meets Las Vegas lightshow that most Pontiacs suffer from. In preproduction trim its an all-black affair, with attractive chrome rimmed circular vents that fully close when not in used for a finished appearance. The chrome rimmed theme transfers over to the instrument cluster, which effectively shrouds the gauges to reduce glare. The center stack is once again no-nonsense, featuring a single-disc interface in base trim and a 6-CD equipped Monsoon audio head unit as part of the GT package. Simple three-dial heating, ventilation and air conditioning (HVAC) controls are positioned underneath, within easy access of the driver and front passenger.

Driver specific controls are also pleasantly upscale, with the steering wheel ergonomically designed for optimal hand placement. It incorporates thumb-controllable cruise control buttons as standard equipment, but none for the audio system in base trim. Buck up a little more change and the same spokes are occupied with six switches for cruise and audio, much more convenient. The column stalks are also well placed for easy access even for my smallish hands, and they clicked up and down with a more positive engagement than in the Grand Am, at least to my memory. Although metal brightwork is starting to be pretty commonplace, I still appreciate the high-end ambience created with the G6s aluminum-like accents, especially surrounding the automatic transmissions shift lever.

The transmission itself doesnt come across quite as sophisticated as some of the
G6s competitors in base trim, being that its just an old-tech PRD234 unit rather than a gated shifter, or better yet, a sequential-type manually actuated automatic. The latter, while still a 4-speed in a market segment filled with 5 and even 6-speed automatics, is fitted to the GT model, which also adds ABS to the standard 4-wheel discs, plus traction control and a sport-tuned suspension connected to the road via 17-inch alloy wheels wrapped in P225/50R17 performance tires - P215/60R16 tires on 16-inch alloys come standard on base models. Additionally the GT features chromed exhaust tips and a handy remote starter. Inside, the GT gets a power-actuated height-adjustable drivers seat, power-adjustable foot pedals, and that superb sounding premium dash-mounted 6-CD equipped Monsoon audio system I mentioned previously.

Surprisingly, the base model gets what some may consider a more sophisticated electric power steering setup than the GT, which uses a conventional hydraulic system. After testing both I cant say I liked either more than the other. The electric system offered decent feedback. I felt it was almost too light at low speeds, although I know my wife Jennifer would particularly like that aspect. Then again the variable assist rack became firmer as my speed increased, giving it that connected-to-the-road feel. The GT, on the other hand, felt more aggressive during turn-in and seemed to provide more through-the-wheel feedback. This, of course, could have more to do with its stiffer suspension setup than the steering system per say, but its not really an apples to apples comparison now is it? At the end of the day I liked both systems for different reasons, and believe each will do a good job satisfying the specific buyer that will opt for either a base or GT model.

Unlike the steering system the engine is a one-size-fits-all scenario, at least
for now. All G6s will get GMs 3.5-liter V6 initially, featuring 200 horsepower at 5,400 rpm and 220 lb-ft of torque at 3,800. The engine has plenty of power for the relatively lightweight 3,380 to 3,428 pound sedan (depending on whether weighing a base or GT model), and should deliver good fuel economy based on experience with the outgoing 3.4-liter unit. I wouldnt say the overhead valve, 2-valve per cylinder lump is as soul-stirring as some of its Japanese or European rivals, especially when it comes to its exhaust note, but its a tried and true technology that should deliver reliable performance along with tire-spinning grunt.

Just in case youre wooed by the G6s sexy styling and upmarket interior trim but dont necessarily need or even want all the power the V6 provides, dont concern yourself
because a version of GMs slick 2.4-liter, 16-valve, DOHC Ecotec 4-cylinder will arrive next summer as a 2006 model. This less powerful G6 will no doubt drop its already competitive $20,675 sticker even further, making it an attractive alternative to an even larger market. But this raises a question. Will the 4-cylinder model be dubbed G4? Well have to wait and see.

At the other end of the spectrum Pontiac will offer the G6 in exclusive GTP trim by next spring. It will boast an all-new 3.9-liter V6 making upwards of 240 horsepower, mated to a 6-speed manual transmission. Now thats more like it Pontiac!

While I enjoyed driving the current base model, I have to attest to feeling more in-tune with the sportier setup of the GT model. Its ride was far from harsh, yet it produced truly engaging characteristics if pushed enthusiastically. Like I mentioned earlier, turn-in is quick, an attribute complimented by good side-to-side transitional response, excellent control under aggressive braking, and hardly any torque-steer when powering out of a corner. The chassis and body structure also felt really tight, something that not only directly affects its performance ability but will no doubt pay off as the car gets older and metal fatigue sets in.

Aiding the rigid body in corning agility is the cars top-tier suspension setup, comprised of MacPherson struts with aluminum L-shaped control arms up front, combined with a 21-mm hollow direct-acting stabilizer bar in base trim or a 22 mm version in GT models. The stabilizer bar gets thicker in the GTs rear setup as well, growing from 19 mm to 20. Both models get a 4-link independent rear suspension with twin-tube gas shocks and dual-rate mini-block coil springs. While this techno-gibberish might sound a bit heady for the non-mechanically inclined, suffice it to say that the G6 works extremely well.

Another attribute that will help keep owner satisfaction on the positive long after the honeymoon is over is an accommodating interior. The G6 looks so long and sleek that I would have discounted its rear seat roominess if I hadnt took the opportunity to ride in back for awhile. The rear seats are comfortable, enhanced by an uncanny amount of legroom. Yes, theres even more room than in its Chevy Malibu cousin, being that its wheelbase has been stretched to match that of the Malibu Maxx at 112.3 inches. The added length also irons out road imperfections more effectively than the regular Malibu, while adding to that low, sleek profile I keep mentioning. I should mention some of my taller colleagues complained of a low ceiling height in back, which hampers headroom for those over 6 feet tall.

Making more use of the room is a 60/40 split-folding rear seat, a handy feature that isnt available in all of its competitors
midsize models. The front passenger seat folds forward too, like the Malibu, making it possible to cart home that tree trimmer you just bought at Home Depot before factoring in you left the minivan at home.

I should also mention that while its Epsilon architecture makes for exceptional interior room, it also aids in passive safety. How so? Its rigidity makes the G6 much more capable of withstanding an accident than its predecessor. The new model also gets side-curtain and seat-mounted side airbags as optional equipment. Like the optional OnStar system, theyre well worth the investment.

Being that I got ahead of myself with optional features, standard G6 finery that I havent already mentioned includes keyless entry, cruise control, a driver information centre and fog lamps. Additional options include heated front seats when leather seating surfaces are chosen, a leather-wrapped steering wheel, chrome wheels, and my personal favorite, a four glass panel panoramic roof. The three rearmost panels slide up and backwards stacking on an angle atop the roof, opening up a stellar view of the sky above thats large enough even for rear passengers to enjoy the al fresco experience. Its a $2,145 option and bundled together with Pontiacs Premium Value Package, but worth the extra coin for that rejuvenating wind-in-the-hair rush. A regular glass sunroof is available in its place if such is more to your liking.

Now that were talking dollar figures the $20,675 sticker I mentioned earlier is merely the base price. When the 4-cylinder arrives its adjusted MSRP should come closer to the base 2004 Grand Am SEs $17,070 starter price. By the way, a 2005 Grand Am will still be available. Opting for the more engaging 2005 GT will only set you back another $3,250, and considering all that the package entails it seems well worth the cost of upgrading if your budget allows.

As for styling, you know I like it as I couldnt help but mention my feelings as I opened this review. Truly, its one of the best looking in the midsize class, and easily the most impressive execution of Pontiacs more mature design language, that in a single stroke of the stylists pen replaces tacked on plastic cladding with clean, tasteful yet expressive curves and angles. No one will mistake it for anything but a Pontiac, yet it also wont be confused with the Grand Am of the domestic brands past.

Just in case a 4-door sedan wouldnt be your first choice, Pontiac has additional plans for the G6 in coming years. Expect a 2-door coupe version and a sporty convertible model, the latter with a retractable hardtop roof.

As for the name change, GM is following the shorter sounds more sophisticated philosophy recently perpetuated by the Mazda6, for instance. Exactly why Pontiac has decided its extremely popular Grand Am nomenclature needed replacement eludes me, if only to show that Pontiac is making a clean sweep of the past and proving it by leaving its old baggage behind. If this is the case, I for one will welcome a Grand Prix or Bonneville updated to the G6s high level of fit and finish dubbed with G7, G8 or just about any new name.

The G6 is really that good. It eliminates most every unsavory trait that plagued the outgoing Grand Am, and by doing so just might claw back marketshare lost to its Japanese competition.