Pontiac G8 | super speed cars

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 If I were to tell you GM is the new BMW you’d probably laugh at me. But driving the 2009 Pontiac G8 GXP | super speed cars just a couple of months after the 2009 Cadillac CTS-V and Corvette ZR1, that’s exactly what I’m thinking. Equipped with a 6.3-liter, LS3 V8 making 415 HP and 415 lb-ft of torque, the G8 GXP isn’t just the fastest car Pontiac’s ever made, but based on GM’s new global rear wheel drive platform (the same one as the new Camaro) and fitted with lower, stiffer suspension and a six-speed manual gearbox it strikes the right balance between supercar performance and real world practicality. Think E39 M5, but with a Corvette engine and better steering.

Driving in LA is a strange mix of sitting still in hellish traffic and driving flat out on the best roads in the world. Get on one of the highways at the wrong time and it’ll take you three hours to go 30 miles, but hit the canyon roads to the North or East and it’s easy to forget that you’re within mere miles of the most populous metropolitan area in the country. The G8 GXP excels in both environments.

 New, high-flow cylinder heads aid engine breathing and are based on the large port and valve design found on the LS7 engine and other GM L76 engines. The larger-capacity, straighter intake port-design optimizes intake flow to the combustion chamber, an effect augmented by large valves, measuring 2.16 inches (55.0 mm) on the intake side and 1.59 inches (40.4 mm) on the exhaust side.

“More than just raw power, the GXP delivers the sophisticated yet exciting driving experience that enthusiasts expect in a car costing far more than the GXP,” said Jim Bunnell, Buick-Pontiac-GMC general manager.

The standard Hydra-Matic six-speed 6L80 automatic can be substituted for a a new six-speed Tremec TR6060 manual transmission. The manual gearbox features: a shorter throw; premium gear synchronizers; stronger gears, housing, and bell housing; a single-piece counter shaft; and machined gear teeth. The automatic has a generous 6.04:1 overall ratio that enables a “steep” first-gear. The result is strong launch acceleration along with “tall” overdrive ratios that lower engine rpms for better fuel economy and reduced noise. A limited-slip differential is standard.

 Six on the floor
The GXP will be the first vehicle in the G8 family to offer an optional six-speed Tremec TR6060 manual transmission. This next-generation manual smoothly transfers the engine’s power and torque to the rear wheels with a shorter shift throw than previous models. The transmission features a host of refinements including premium gear synchronizers; stronger gears, housing, and bell housing; a single-piece counter shaft; and machined gear teeth.

Standard equipment on the GXP and shared with the G8 GT, the Hydra-Matic six-speed 6L80 automatic transmission is one of GM’s most technologically advanced and robust. It uses a clutch-to-clutch operation and an integrated 32-bit transmission controller to deliver smooth and precise shifts. The six-speed has a generous 6.04:1 overall ratio that enables a “steep” first-gear. The result is strong launch acceleration along with “tall” overdrive ratios that lower engine rpms for better fuel economy and reduced noise.

A 3.27 final drive ratio comes with automatic-equipped GXPs, and a 3.70 gear is matched with the manual transmission. A limited-slip differential is standard.

High-performance suspension
The G8 GXP rides on the G8′s 114.8-inch (2915 mm) wheelbase with wide front (62.7 inches / 1,592 mm) and rear (63.3 inches / 1,608 mm) tracks. The four-wheel independent suspension is fully adjustable and is tuned for the highest performance in the G8 family. The GXP’s ride and handling was developed and validated the famed Nurbergring, the first Pontiac ever to be tuned on the legendary course. It rewards the driver with sharp, immediate responses, as well as a well-balanced road feel even during more aggressive steering inputs.

The suspension employs a MacPherson strut design in the front and a four-link, coil-over-shock design in the rear. A direct-acting front stabilizer bar, decoupled rear stabilizer bar and lateral ball joints on the rear suspension deliver increased lateral stiffness for more responsive handling. The front suspension features fully adjustable caster, camber and toe; the rear suspension has fully adjustable camber and toe, for more precise tuning.

Steering and brakes
The steering rate for the GXP is tuned to provide immediate response with definitive driver feedback. Like the G8 sedan and GT, the GXP’s steering box is located ahead of the front axle line for a quicker, more direct feel.

Post Title → Pontiac G8 | super speed cars

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Honda Crosstour 4WD EX-L NAV Review

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Companies don't have ideas. The people that work for them do.

People retire, die and are replaced by other people with other ideas.

Nothing lasts forever.

Nobody's perfect.

No, TireKicker has not become the official journal of the obvious. I'm reminding myself how we can go from a 25-year string of absolutely brilliant products (virutally everything Honda built from the 1976 Accord onward) to the Honda Crosstour.

                        

I'll usually recall my dad's car dealer friend Jim Ellis' words ("there's an ass for every seat") when considering styling and then default to a phrase like "a matter of taste".

But....no. The Crosstour is ugly. Not quite Pontiac Aztek ugly...but ugly. And with a blind spot the size of....well, a 1976 Accord.

I know BMW started the big four-door hatchback thing with the X6, but if BMW jumped off a building......

What's wrong with it? Well...let's put it this way...it's an Accord...with four-wheel drive, an open hatch instead of a trunk, the aforementioned blind spot, the aforementioned ugliness, and in the case of our tester a price sticker of $36,930....or more than 5 grand more than the bottom line for a loaded Accord EX-L V6 with navigation.

Would you?

Me, either. And, not seeing a bunch of these on the street, I'm guessing most people are passing.

If there is in fact a market for something beyond the Accord sedan in terms of versatility and capability, the best move would be to bring back the Accord station wagon. No, it wasn't much of a hit last time around, but wagons were at their low point in terms of appeal...there's a revival going on now. And the Accord's new larger platform could make for a truly useful machine.

A good looking one you could see out the back of.

                        

Post Title → Honda Crosstour 4WD EX-L NAV Review

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Mazda MX-5 Miata PRHT Grand Touring Review

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This may be the first car I've driven where the name, if put on a badge, would be longer than the car itself.

It is the heaviest and most expensive Miata I've driven in 13 years of professional TireKicking, but I can't say I love it any less (for just how much that is, see last year's review here). And that's because Mazda is now doing the kind of magic that used to be solely the province of Honda.

Retractable hardtops, while offering security from knife-wielding thieves and a lower level of cockpit noise, usually add weight and cost and steal a large chunk of what little trunk space the ragtop version of a car has in the first place.

But Mazda has kept the weight gain to 80 pounds...lighter than putting a passenger onboard. And because of how it folds into place, it takes up less than one cubic inch of trunk space.

That, folks, is just plain brilliant.

Cost? Yes, it's more. In the case of the Grand Touring model, going with the PRHT (let's just call it the "retractable" from here on out) adds $1860 to the tab.  And while $1860 is $1860, that's less than most cars charge for a nav system that will be obsolete by the time you need new tires.

So the starting point for the retractable Grand Touring is $28,400. Yeah, that's a chunk for a Miata, especially when the base Miata Sport softtop starts at $22,960. But here's what you get by going with the Grand Touring:

• 
  
  Run-flat tires
• 
  
  Xenon headlights
• 
  
  Automatic climate control
• 
  
  Advanced keyless entry
• 
  
  Leather-trimmed  heated seats
• 
  
  Bose audio system
• 
  
  Sirius satellite radio
• 
  
  Bluetooth hands-free phone capability
• 
  
  Dynamic stability control
• 
  
  Traction control system

In short, a seriously loaded luxury Miata. And Mazda added the Suspension Package (a sport-tuned suspension, Bilstein shocks and limited-slip differential) for $500....which just enhances this real-life version of a slot car. Bottom line: $31,300 including delivery charges.

                   

If you have never driven a Miata, you owe yourself at least a test-drive. They are addictive cars...delivering what the old MGs, Triumphs and Austin-Healys only promised...embarrassing the earnest efforts of the now-dead Pontiac Solstice and Saturn Sky. If you've dismissed them as merely cute, or a "chick car", you're wrong, pure and simple. 68 percent of all Miatas are bought by men, and it's because they are the next-best thing to a Porsche Boxster at a fraction of the price. They reward energetic, involved driving...20 minutes on a winding road will put a smile on your face that will last all day.

Go.

Buy.

Drive.

Post Title → Mazda MX-5 Miata PRHT Grand Touring Review

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Mercury, Dead At 71?

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Bloomberg and Automotive News are reporting that Ford is getting ready to wind down the Mercury brand.

Sources say the plan will be presented to directors in July. The stats make a compelling case for euthanasia...the brand's peak sales year was 32 years ago, sales have dropped 74 percent in the last 10 years, ad spending by 88 percent in the last four, and with the 2011 demise of the Grand Marquis and Mountaineer, the brand would have only two models, the Milan and Mariner, clones of the Ford Fusion and Escape respectively.

The truth, of course, is that those were self-inflicted wounds. While Mercurys have had an on and off history of being based on supposedly lesser Fords, there was a time when FoMoCo worked to make them different, establish the argument for spending more for a Merc, and in the process, came up with some compelling and iconic vehicles (helped a bit by Hollywood and the original Mad Men):

The movie "Rebel Without A Cause" starred James Dean, Natalie Wood and a customized '49 Mercury. It made such an impression that 55 years after the film, the cars are commonly called "James Dean Mercurys".






Flash forward 13 years and it was another Merc, also black...driven not by a teenage rebel but by a middle-aged cop. McGarrett's four-door hardtop defined cool.





At about the same time, some star power with four legs and a tail....a real-life cougar serving as the mascot for the new Mercury Cougar...a stretched, re-bodied Ford Mustang, but different enough to be percieved as a major step up.

But just as Mercury was finding its mojo, the party ended. First, Ford marketing lost the thread. Instead of a tire-smoking Steve McGarrett, they tried to sell the 1970 Mercury Monterey Coupe with a W.C. Fields impressionist (35 years after Fields' peak popularity)




And it got worse. The 70s hit and so did the fuel crisis. Practicality rarely makes for an exciting sell, even when one of the vehicles is a "sexy European":



As horsepower evaporated, so did the blue oval's willingness to do more than the minimum required to turn Fords into Mercurys.  By mid-decade, the Cougar was an LTD II with a different grille and the ad agency knew that it would take the sex appeal of a not-yet famous Farrah Fawcett to move them out of showrooms.



And that's been the path since. Jill Wagner makes young men's hearts beat faster...

 

But not enough to actually buy the product. The Mercury customer continues to be a Grand Marquis buyer with an average age of 70 (which means half of them are older). And given what Grand Marquis have been for the last 35 years, that's no surprise at all:



As someone with significant Mercurys in his personal history...a 1956 Montclair and 1970 Monterey Custom Coupe (my parents), a 1969 Cougar XR-7 Convertible (my uncle's) and a 1974 Capri 2800 V6 (mine), I'm sad.  But this, probably more than Plymouth, Oldsmobile and Pontiac, is inevitable. There's almost nothing left to resuscitate.

Post Title → Mercury, Dead At 71?

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Chryslancia! The Plan Revealed

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It worked for Saturn and Opel and Pontiac and Vauxhall...oh....wait.

Well, Fiat's got nothing else, so look for Chrysler and Lancia to share gene pools, but not sales markets.

From Automobile.

Post Title → Chryslancia! The Plan Revealed

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This Time It's Real: The Caprice Is Back...For Police

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Well, forget that stuff about GM importing the Pontiac G8 as a cop car.

The real deal, according to Jalopnik, is a revival of the Caprice.

Post Title → This Time It's Real: The Caprice Is Back...For Police

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Pontiac G8 GXP Review

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Finish big.

Always leave them wanting more.

83 years making cars, and it turns out Pontiac learned the rules of show business instead.

All those years of building cheap knock-offs of Chevrolets clothed in ludicrous plastic body cladding, they should have been building this.

Of course, Pontiac doesn't really build the G8 GXP...it comes to them from GM's Australian division, Holden. But it looks, feels and goes like what Pontiacs from the glory days (1961-1970) spoiled us into expecting.

It's too late now...GM having announced that Pontiac's a dead division. The only 2010 Pontiac will be the Vibe...not because they'll just make that, but because it was an early 2010 model and has been on sale for months.

And GM's new boss (for now, anyway) Fritz Henderson, has repeatedly swatted down proposals from inside and outside GM that the G8 live on as a Chevrolet.

Let's just cut to the chase: This is the best car General Motors sells. It may be the best car GM has ever sold. It certainly is in the top 3.

Quality materials and assembly, an all-business 6.2 liter V8 with a six-speed automatic...it's a four-door GTO. It's the car domestic car buyers would buy instead of a BMW 5-series if there were such a thing as domestic car buyers who wouldn't dream of buying an import.

It's $37,610...and if you stopped right there and didn't order a single option, you'd still probably have the best car in town.

In fact, the tester I had for a week had only one option...a $900 moonroof that had I been playing with my own money would never have made it onto the car. It would have kept the sticker price under 40 grand ($1700 for the gas guzzler tax and $685 in destination charges add to that otherwise reasonable base price).

And yes, it guzzles gas...at least by modern standards. 13 city/20 highway is what the EPA says and they're probably right and it took a six-speed transmission to make it that good.

But folks, what we're talking about here is probably the last true American big muscle sedan. And after decades of disappointments, it needs to be noted that on the way out the door, Pontiac got it absolutely right.

Post Title → Pontiac G8 GXP Review

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Pontiac Solstice GXP Review

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GM built a reputation over the years (especially the bad years) of introducing cars that weren't quite ready and then refining them during the production run so that the final few years of a model were pretty close to perfect.

Well, this wasn't supposed to be the end of the Solstice (or Pontiac, for that matter), but events have overtaken the once-mighty GM and this is in fact the end of the line for Pontiac.

And, wouldn't you know it...the last Solstice is way better than the first. Part of it certainly has to do with the fact that the Solstice I just drove for a week was the GXP...the one with the 260 horsepower turbocharged engine. Yep, it's quick.

Plus, there's been some attention to niggling little details...the reverse-hinged trunk actually shuts on the first try now...ending the frustration of jumping out of the car, closing it again, getting back in and finding the "trunk ajar" light still illuminating on start-up.

Base price is $28,460...quite a bit more than a Miata, but again, more powerful, too. The tester was loaded up with a Premium Package (leather, steering wheel audio cotrols and Bluetooth), air conditioning (yep, it's an option), 18-inch chrome wheels, the Monsoon audio system and a rear spoiler.

Bottom line: $32,125. Not a bargain, but not bad.

And...this is a huge surprise...I beat the EPA mileage estimates by a large margin. They say 19 city/28 highway and in my mix of city street and freeway driving I saw 32.5 for the week. I've beaten the government numbers before, but not by so much. I wonder what it would've done if a six-speed manual were available instead of the five-speed.

It's not my first choice for a 2-seat roadster (the Miata wins that one based on handling, build quality and sheer fun), but if you've never driven the Mazda and love the look of the Solstice (and a lot of people do), now's the time.

Post Title → Pontiac Solstice GXP Review

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Pontiac Solstice Wallpaper 1920 x 1200

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Post Title → Pontiac Solstice Wallpaper 1920 x 1200

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Toyota Corolla Matrix XRS/Pontiac Vibe GT Review

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The above could probably make a pretty good puzzle. You know..."find at least x number of differences between these two pictures".

Well, I'll jump straight to the answers. The top picture is the Toyota Corolla Matrix and the bottom shot is the Pontiac Vibe GT. And, apart from some exterior styling cues, they are the same vehicle.

Wait...what? Toyota and Pontiac? The same car? Yep. This is the current fruit of a partnership between GM and Toyota going back to the 1980s, which produced the short-lived Geo. The cars are built here in the U.S. (the Toyotas in Detroit and the Pontiac in Fremont, California, near San Francisco), using 61% American parts and 39% Japanese.

Essentially, it's a five-door hatchback version of a Corolla (which is why that name is part of the Toyota version). If you need a competitor to help pigeonhole the Corolla Matrix/Vibe, the Chrysler PT Cruiser is probably the one to think of: We're talking small sedans made more versatile with the hatchback. And the Matrix/Vibe, especially the new for 2009 models, are more fun to drive.

The Pontiac gets the edge because of little things like OnStar, 3 months free of XM Satellite Radio and bigger things like a better warranty. But it's not likely to break and the Toyota is likely to have better resale value, for no reason other than brand prejudices. Dealers can sell used Toyotas better than used Pontiacs, even when they're the same car.

Pick either and you'll get an EPA estimated 21 city/29 highway miles per gallon with an automatic transmission (inexplicably, the number drops to 21/28 with a stick), the same standard features and the same options, more or less. Base prices are within a few hundred dollars of each other (the XRS and GT are the top of the line and start around $21,000...you can get the base models of Matrix/Vibe for the low $16,000s).

If you've driven the previous generation Matrix/Vibe, test drive the new '09...both are hugely improved.

Post Title → Toyota Corolla Matrix XRS/Pontiac Vibe GT Review

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