2006 Pontiac Solstice Review

Specifications

Thank you Mr. Lutz!

When Bob Lutz, GMs chairman of North American Operations, told his staff to “Keep it simple, pure, and beautiful and it will be easy to love,” he wasnt talking about his favorite meatloaf. He was actually describing the basic tenets to be applied to a roadster concept, entitled the Solstice. In addition to these laudable terms, good old Bob also insisted upon a stunning amount of rear-wheel drive thrust and handling, at a ridiculously low sticker of $20,000.

Judging by the photos and press material accompanying the new Solstice, Bob was hardly ignored by the design team and engineers who worked at a frenetic pace to create a production-ready concept within four-months. As I reviewed the pile of information related to the Solstice, I pinched myself and drank a mug of stout coffee to ensure that I wasnt in some sort of automotive nightmare in which Bob Lutz was tempting me into damnation with a Mazda Miata priced Pontiac-built super-roadster. I mean, what well-grounded automotive fanatic would buy the notion that Pontiac would, or even could, produce a high-performing, poor-mans Boxster or S2000, and sell it at close to econo-car prices?

Coffee and pinch marks aside, the Solstice is a sensuously designed 2-seat, wind in the hair, roadster. Take away the split Pontiac grill dominating a curvaceous nose and thoughts of a European origin are kindled. Is it Italian or German, no it must be French? Oh so sorry Pierre, the Solstice is pure American mettle.

Interior photos reveal a slightly retro-design that is all about the pleasures of driving. Two large metal-ringed, circular gauges emphasize all that is important to the driver. The dash flows smoothly around the drivers cockpit and seamlessly meets the center-console and short throw shifter.

But what are those odd looking crank-arms appearing on each door panel, could they be window cranks? “Youre darn tootin they are,” would answer Bob Lutz. He insisted on manual window cranks and a manually folding convertible roof as a means of ensuring the remarkable price-point target for the Solstice would not be missed. And thats absolutely fine with me. Some of my best automotive memories surround a white Triumph TR7 roadster with blue plaid interior that I bought new in late 1979, as a newly introduced 1980 model. This Brit also had the traditional roll-down windows and manual roof, features that truly make a driver one with his car.

The Solstice utilizes new rear-wheel drive architecture termed Kappa, now shared with the Chevrolet Nomad and Saturn Curve concepts, as well as the Euro only Vauxhall VX. “We needed a small, flexible, rear-wheel drive architecture,” said Lori Queen, vehicle line executive for small cars. “We knew that a modified Delta was not going to work for the production car.” The Kappa architecture makes extensive use of lightweight, rugged aluminum. The front suspension setup employs struts and rack-and-pinion steering. This system, borrowed from the Subaru WRX, is just one of the many parts that Pontiac sources from of its numerous GM partners as a method for reducing production costs. The all-aluminum independent rear suspension originates from GMs midsize crossover SUV family. The rear differential migrates to the Solstice from the new GM midsize SUVs and the six-speed manual gearbox is “shifted” straight from Chevys new Corvette.

Great looks and a great chassis are somewhat pointless if there isnt something equally awesome to mobilize the combination. In the case of Solstice, 240 supercharged horsepower will provide the “stunning thrust” demanded by Mr. Lutz. The horses are corralled within a modified, 2.2-liter GM, Ecotec 4-cylinder, double-overhead cam powerplant. Given the anticipated light overall weight of the Solstice, performance figures ought to live up to Bobs expectations. I am sure that its no coincidence that the Solstice 2.2-L supercharged 240 horsepower equals the 240 horsepower of Hondas naturally aspirated 2.2-L beast in the S2000. Pontiacs hot little four-banger may not have the refinement and high rev capability of the F1 inspired Honda inline-4, but I would be willing to bet that with a supercharger forcing wind down the Ecotecs throat, lower-end torque will favor the Solstice.

Historically, the Pontiac division of GM has been considered the performance division. Think back to the original 1960s GTO and the Pontiac “wide track” marketing campaign; am I aging myself or what? Although Pontiac embarked upon a 2-seat sports coupe in the 1980s, the Fiero was short-lived and was never completely topless. Pontiacs newest creation, a true 2-seat, rear-wheel drive, supercharged roadster, is absolutely groundbreaking and worthy of serious recognition. Kudos to Bob Lutz!

We all know that ogling a roadster is no replacement for actual seat time. Unfortunately Solstice seat time is not scheduled to arrive until 2006. When it does, I predict the boys at Pontiac will have a tough time holding back the crowds of frugal sports car fans waving checks in the air in a vain attempt to seal a deal on one of the only 20,000 units anticipated per year - unfortunately the Solstice is not expected to be a high volume production vehicle. Production will be limited to 100,000 units over five years as high production runs drive up the costs, said Mark Reuss who heads-up GMs Performance Group, which developed the Solstice for production.

Oh yeah, in case you were wondering it will be produced at GMs Wilmington, Delaware Assembly Plant. At this years Detroit auto show Gary Cowger, GM President, North America, stated “The Wilmington plant will play an important role in GMs effort to continue to bring exciting new products to the market.”

Thanks to Mr. Lutz and the powers that be that back him, GM is planning to give us a smartly priced, true open top sports car. Perhaps its time I downgraded my midlife crisis vehicle from a Corvette to a Solstice and put the oodles of extra cash into therapy; although its going to take a lot of therapy, have you seen the new C6 Corvette?