2008 Pontiac Solstice

Review

The days were hot and muggy, the sky clear, and the sun was beating down from about 9 am ‘til 12 hours later, and I couldn't

have asked for a better car for the situation. It just so happened that our west coast office had some good foresight into weather conditions for the week (or maybe we were just lucky) and managed to book a brand-new 2008 Pontiac Solstice GXP roadster when the sun was actually out (which hasn't happened much so far this summer). GXP—aside from “AMG” with various bahnstorming Benzes, “SRT” for tweaked Mopars, and “SVT” on certain hopped-up blue-oval products, rarely have three letters meant so much about a car's performance cred.

When the regular Solstice was first seen at the North American International Auto Show in Detroit it looked like it was going to be quite the scorcher, and while the 2.4-liter Ecotec four-banger that showed up in production trim was ideal for those who just wanted to drop the top and enjoy the sun while commuting, it wasn't quite as racy as the car's capable handling characteristics or go-fast styling. On paper its 170 horsepower seemed like it would have been adequate for some sporty fun, but the reality is it wasn't and still isn't the most aggressively tuned powertplant, seemingly gasping for air as the revs climb.

This all changed in 2006 with the release of the GXP model. Now drivers get a choice. Those who want fun in the sun runs without tire smoking acceleration can stick with the regular Solstice and its carryover 2.4-liter four, while performance-minded types can get the smaller 2.0-liter Ecotec combined with a turbo. The Solstice GXP now shares this engine with Chevrolet's surprisingly tractable Cobalt SS and the handy HHR SS, but it works best mated to the rear-wheel drive Kappa platform, with its long, low and lean weight distribution. The engine makes 260-horsepower and equal amounts of torque, but what might be even more pertinent these days is the fact that the more powerful motor actually consumes less fuel than its comparably anemic sibling.

And I can tell you, it really is a cracking unit. It may not have the audible character note during high-revs like some of the more highly-strung four bangers from Japan, but if you listen closely you can hear details like the bellowing exhaust

and the whistle from the turbo waste gate during an upshift. While I'm not a tuner enthusiast who needs his blow-off valve to violate drive-by noise regulations in quieter communities, I still find the sound of a deep-breathing turbocharger invigorating. With the GXP, this whine his backed up by serious inertia at low revs—the turbine is not huge and ramps up quickly, so I experienced very little turbo-lag at all. Instead, the fat (245 mm) Goodyears grip the tarmac upon acceleration, hooking up after a little wheel spin and propelling the roadster to 60 mph in around 5.3 seconds, aided by almost 20 psi of boost at peak revs.

While the GXP is available with a five-speed automatic transmission, I am glad that my tester came with the Aisin five-speed manual. I had previously driven a GXP outfitted with the auto unit and couldn't help but wonder why GM couldn't adapt the paddle-actuators found in the Malibu, Corvette and others, for what is supposed to be

Pontiac's sportiest car. As it stands right now, what you get for your money is a regular torque converter automatic with no manual-override option at all, and one that just doesn't feel conducive to aggressive driving. My advice? Select the manual option and put some of the money you save towards the optional Monsoon sound system. What you'll get is a five-speeder with aggressively-tuned ratios, making for an involving drive that is hampered only by a slightly stiff and notchy shift action. The gates are well placed and selecting the right gear was never a problem, but I just wish the lever moved a little smoother. Instead, I almost felt like I was forcing the issue the whole time. Things aren't helped along by a clutch that took me quite a while to master. I can't recall a time when I stalled a car as often as I did this one, at least in my first few days with the car. But it's still a darn sight better than the automatic, as once I learned to adjust my foot-work a little and let that engine stretch its legs, I was rewarded with a compelling

alternative to Mazda's MX-5 Miata; even Honda's rip-roaring S2000 can't help but feel just a little threatened by this little gem from the General.

What really helps the Solstice along with regards to its competition is a chassis that provides responsive enough feedback to compel some to take it to the track, especially with models fitted with an optional Club Sport package—more on this in a minute. As far as motorsport backing goes, driver Rhys Millen entered a Solstice into the D1 Grand Prix circuit and even went so far as to take one up the '07 edition of the grueling Pikes Peak hill climb event in Colorado. He entered his car in the inaugural 2WD class and won convincingly, even besting times set by some of the (supposedly) faster and better handling entrants in the 4WD class. Better still, the custom coupe body fitted to that car is not far removed from the styling found on the Solstice Coupe that made its debut at this year's New York International Auto Show, due to hit showrooms in 2009 as a 2010 model.

But that's for another day; back to what is here and now. Thanks to a rear axle and limited-slip differential (LSD) borrowed from the capable Cadillac CTS, and a traction control system that can be set to two different levels or switched off entirely, what drivers get with the GXP is a car that really is in its element when asked to tackle low-speed hairpins or fast sweepers. While StabiliTrak traction control and LSD are found on all Solstice option lists, GXP variants get a firmer double A-arm suspension complemented by thicker anti-roll bars front and rear, as well as adjustable Bilstein shocks. An even more aggressively-tuned suspension setup is included in the aforementioned Club Sport Package, but unless you plan on attending track days regularly, I don't really see the necessity here. Those Bilsteins provide plenty of agility,

while the steering is communicative to the point that even the tiniest surface imperfections, such as the slightly raised paint of a crosswalk, are felt through the front wheels—never did I wish for more stiffness, even on the hardest of corners. Nor can I recall ever hearing the telltale creaks so often associated with roadsters like this one. In fact, in some circumstances I found myself wishing for a little more compliancy—over everyday obstacles like railroad crossings I couldn't help but notice a fair bit of vibration in the rearview mirror and some jarring through the seat-bottom. Then again, who can honestly say they bought a roadster like the GXP because it rides like a Rolls? Personally, I would want my sports car to stay planted on the bends, and if that means a little coffee spillage around the cupholders, then so be it.

Brakes are equally up to the task, with all four corners braced by ventilated discs and ABS, which, coupled with a svelte 2,976-pound curb weight, bring the proceedings to an abrupt stop in emergency situations. Unlike the clutch, I found the brakes easy to modulate and rarely experienced premature wheel lock or too many neck-snapping stops.

But I can tell you whose necks were snapping: nearly every pedestrian as I passed by with the engine on full boil. Young or old, female or male, it didn't matter. I have driven some sharp cars in my time, but rarely can I recall a car that garnered so much attention. Call me shallow, but there's something to be said for a

car as aggressively styled as the Solstice, especially one in “Inferno Orange” or “Mean Yellow" like the car pictured here. Styling differences between regular Solstices and GXP editions are few—namely the blacked out front grille, the functional brake-cooling ducts flanking it and the dual exhaust outlets in back, but who cares when the basic Solstice shape was appealing enough to be nominated for the North American Car of the Year. The front fenders are muscular, as is the classic tonneau cover with twin raised flying buttresses and rear diffuser, while the windshield is appropriately raked and the stance is of the recoiled-cat variety. I feel the General has really hit a home-run with the Solstice; while the Solstice appeared in 2004, its European counterpart, the Opel GT (now available as the Saturn Sky here), didn't appear until late 2005, which I feel is important to note as that car competes in a market that is much more heavily laden with

small roadsters, and the fact that GM feels it can compete at that level is a testament to both the performance and confident styling of this car.

The interior, while not as brash as the exterior (a tough act to follow, no doubt), is nevertheless a sight to behold. The broad, arching dash and center console sporting circular vents and gauges recalls the instrumentation of a WWII era fighter plane, helped along by the large passenger handle flanking the right side of the center stack. The cabin is definitely cozy, the car's low ride height forcing the transmission tunnel up a little higher into the cabin. And while this provides a nice armrest, it leaves little room for cell phone and wallet stowage, while the cupholders are placed on a sliding tray protruding from between the two seatbacks. I'm glad that I at least had somewhere to place my water bottle, but I wish the release switch was a little stronger as I repeatedly

popped out the tray with my elbow, which is a bit of a disturbance in the already tight confines of the passenger compartment. That all being said, the seats are coated in a high-grain leather (part of my car's $575 Premium Package), the motorcycle-inspired speedo and tach are deeply recessed and trimmed in chrome (as are the pedals), while the steering wheel is trimmed in leather and provides a housing for the seven-speaker Monsoon audio system controls. Other than the larger speaker count, the aforementioned audio upgrade also delivers XM sat radio, MP3 playability and an auxiliary input jack--all features that make for a well appointed cockpit.

I do, however, take issue with the folding soft top, which is manually operated and takes something just short of a ritual to deploy or stow—and make sure to close the fiberglass roof cover with equal pressure on both sides with both hands

when done; GM tells me that you risk breaking the thing if you don't. Once mastered, it's fairly simple (and can even be done from the driver's seat if your arms are long enough), but like I said, ya gotta study hard.

Enough about the top already, ‘cause once it's down you're not going to care about any idiosyncrasies. Instead you'll be enjoying a ripping good ride, and one that allows your hair to fly freely in the wind while you're at it. I enjoyed my week with the GXP and now believe that if I were ever to have the opportunity to own a ‘weekend warrior' roadster like a Solstice or MX-5, my decision wouldn't be as simple as I once thought. Great power, impressive fuel mileage and styling that is altogether more adventurous than that of an MX-5 suggest that Mazda's all-encompassing grip on the roadster market may not be all that secure anymore.