2011 Pontiac Torrent

Specifications prices Modifications and Image 2011 Pontiac Torrent
As more consumers look to get out of large, gas-swilling SUVs, they're realizing that compact and midsize crossovers strike an appealing compromise between practicality and fuel efficiency. The 2011 Pontiac Torrent is a good example of this burgeoning crossover breed. Like its twin, the Chevrolet Equinox, the Pontiac is aimed at buyers who want the rugged look of an SUV but the drivability and smaller footprint of a car. The Torrent neatly splits the difference between "cute utes" and traditional trucks, boasting decent cargo and passenger space along with superior maneuverability.

Although the Pontiac Torrent looks as if it could tackle the wilderness, this car-based crossover is much more adept on pavement than it is off the beaten path, thanks to its light-duty all-wheel-drive system and minimal ground clearance. Still, the Torrent offers plenty of utility. Its versatile interior offers an adjustable, split-rear-seat design, and there is also a choice of two V6 engines under the hood. The GXP's 3.6-liter engine, in particular, puts the Torrent at the top of the segment in terms of acceleration, and the available all-wheel-drive system provides sure-footed traction in foul weather.

Of course, the Torrent faces a number of solid competitors in the mid-$20,000 range. The Hyundai Santa Fe, Mitsubishi Outlander and Toyota RAV4, for example, all offer optional V6 power as well as a third-row seat (though the actual usefulness of this feature is debatable on these compact vehicles). Customers should also think about the Saturn Vue and Honda's perennially popular CR-V. Overall, the Torrent doesn't quite match up to the all-stars in this segment due to its interior faults, but it's still worth including in your small and midsize crossover search.

INTERIOR
Getting in the Pontiac Torrent is easy. The door openings are wide, and you need neither climb up nor stoop down to get in the seats. Simply slide in. The seats are comfortable, though we'd prefer more side bolstering in the base model.

The cabin looks nice, though the materials vary in quality. The standard cloth upholstery on the seats and door trim is attractive. One of our test vehicles came in light-colored cloth and with a matching roof liner this gave the cabin an airy feeling. The available leather seats are also nice. The plastic used for the dash and other trim is at best average for the class, however.

The optional leather-wrapped steering wheel comes with stylish but bulky stitching that felt rough to our hands. We found the instruments uncluttered and easy to read. The Pontiac-trademark red lighting doesn't improve legibility but might help with night vision. The dashboard is low, affording good forward visibility. Big side mirrors improve rearward visibility. The inside door handles are easy to operate. The switchgear works well, with one exception: The power window buttons are awkwardly located on the center console, not on the driver's door, so you'll have to look down to find them; and lowering the window at toll booths demands a shift of hands on the steering wheel, to toss coins or take a ticket.

The center console flips up and out of the way, making space between the front seats for a tote bag or purse that would otherwise flop around in the passenger's footwell. On the floor is a single cupholder that works well for cans and water bottles; just aft of this on the floor are slots for CDs angled forward for easy access. Flipping the center console back into place provides an armrest and a small amount of storage, though the storage cubby is located far enough rearward as to be awkward to access. A pair of cupholders can be popped out of the end of the console, but they're flimsy and obstruct the floor-mounted handbrake lever; we avoided using them, preferring the floor-mounted cupholder. Your passenger will just have to hold his or her drink. The door pockets are narrow, though there are map pockets on the sides of the center tunnel.

The optional Pioneer sound system is deep and rich, something we discovered while listening to XM Satellite Radio's Cinemagic station, which features movie soundtracks. When ordered, Bluetooth capability is integrated with the standard OnStar system. This wireless technology enables hands-free phone calls for safer, more convenient connections.

The rear seat slides forward or back eight inches, a nice feature. Sliding it forward adds five cubic feet of cargo space. Sliding it back offers rear passengers more legroom. The rear seat is split 60/40 for cargo versatility, and the seatbacks recline, so passengers back there can really lie back.

The front passenger seat folds flat, turning it into a tray or work space or for allowing long items, like a surfboard, to stretch from the tailgate to dashboard. It's a nice setup, but you have to get out of the car and walk around to flip the front-passenger seat back into position because the release lever is only on the right side; it'd be much more convenient if a redundant lever was on the left side so the driver could reach it. If you really need cargo space, the passenger and/or rear seats can be deleted for commercial and fleet applications.

We found the cargo bay quite generous and it easily handled a big box we put back there. A clever polycarbonate tray is available that pulls out of the floor and can be slotted into one of three height levels, so it can be used for different things, including concealment. It allows two levels of grocery boxes or bags, for example. It's an interesting feature, though we've wondered how many people use shelving systems on other vehicles. The tailgate lifts high enough that all but the tallest owners can stand fully upright beneath it.

EXTERIOR
The Pontiac Torrent is relatively large for the class, with a wheelbase that's 9.4 inches longer than that of the Ford Escape. The Torrent is based on a car platform, and shares its basic structure with the Chevy Equinox.

Torrent shares its shape with the Equinox, but a twin-nostril grille with arrowhead divider announces it's a Pontiac, and gives Torrent some distinction, though it still looks similar to most other compact SUVs.

Overall, the Torrent has a pleasing, subtle design, with clean lines and a forward wedge shape to its sides. The trapezoidal twin-beam headlamps look strong (reminiscent of the previous-generation Saab 9-3), and so do the silver-colored pseudo-skid plates that wrap up onto the front and rear fascias, coming from under the car. The B-pillar is flat black, so it's barely visible between the tinted glass of the front and rear doors. This accentuates the thick, body-color C-pillar, and the pleasantly tall, arcing shape of the rear side window.

Thick aluminum roof rails are suggestive of those on the Nissan Xterra and help give this car-based SUV a more rugged appearance. The outside door handles are of the big grab variety, making it easy to open the doors and climb in without breaking fingernails.

You'll need a sharp eye to distinguish the GXP from the standard Torrent, but the front hood, grille, and front and rear fascias are all different. Most noticeable is the absence of the base model's ersatz skid plates; instead, the rear bumper is clean, and up front the GXP wraps a protruding lip of body-color plastic around its lower air intake, vaguely suggesting an oil cooler on a race car. Above that, the GXP's grille nostrils are deeper and lined with more brightwork. To achieve that effect, the fascia around them has to stand out a bit more, which requires a slight exaggeration of the central bulge in the engine hood for it all to flow together.

From the side, you might notice that even though both models roll on five-spoke alloy wheels, the spokes on the GXP's wheels taper outward instead of inward, for a more pleasing effect. The GXP hunkers one inch closer to the road, and buyers can leave off the roof rails to further emphasize the look of sport over utility.

ENGINE
Kelley Blue Book says the standard 3.4-liter powerplant "has more than enough horsepower and torque to provide a nice balance between good acceleration and reasonable fuel economy." MSN Autos vouches that the Chinese-built engine is “as reliable as sunrise, but also call this pushrod engine a yawner.” The base Torrent is equipped with a 3.4-liter V-6 with 185 horsepower and 210 pound-feet of torque. Edmunds notes that "though the output of GM's familiar 3400 V6 is uninspiring, it offers adequate low and midrange torque for most situations."
The 3.6-liter V-6 engine powering the GXP delivers 264 hp and 250 pound-feet of torque. Edmunds calls the engine “powerful,” and Pontiac reports the front-drive GXP Torrent hits 60 mph in about 6.9 seconds. All-wheel-drive versions are maybe a tenth of a second or so slower. Either way, this is a huge improvement over the 3.4-liter Torrent, which needs closer to 10 seconds to make the same run. ConsumerGuide says "the 3.6-liter V6 engine provides very good power delivery from a stop and for highway passing and merging."
Where the GXP gets a six-speed automatic transmission with manual shift control, the base Torrent only has a five-speed automatic. In their testing, ConsumerGuide observes the Pontiac Torrent GPX’s six-speed transmission has a "tendency to hunt between gears at highway speeds." Kelley Blue Book notes that "Pontiac's adaptive five-speed automatic transmission delivers near-seamless shifts and its fifth gear helps maximize fuel consumption at highway speeds." Edmunds adds it offers “manual shift control.”
Kelley Blue Book recommends that "those seeking more performance should look to the 3.6-liter engine, which features variable valve timing for better fuel economy." Cars.com notes, surprisingly, "the more-powerful engine has nearly the same mileage ratings as the smaller one." The slight difference in fuel economy has a lot to do with the transmissions and the fact that the 3.6-liter engine is more modern and refined. The Pontiac Torrent has EPA-estimated fuel economy that is identical for both front- and all-wheel-drive versions: 17 mpg city, 24 highway for the 3.4-liter engine and 16/24 mpg for the 3.6-liter V-6.
In regard to handling, although the GXP edition is the sportier of the two 2009 Torrent models, its handling leans more toward comfort than nimbleness. According to Kelley Blue Book, "the quiet-running Torrent is easy to drive, stays on course easily and body lean through curves is less than for some of its competitors." ConsumerGuide tests only the GXP model and declares that "despite the aggressive suspensions and tire combination, the GXP's handling isn't what we would call sporty." They notice that the tracking and straight-line stability are good, as are the braking control and overall grip, but "there is quite a bit of body lean in turns," and the steering feels "numb." Edmunds believes that the GXP's "performance-tuned chassis is calibrated to handle more power and offers greater potential for speed." Edmunds notes "most small SUV shoppers will find the Pontiac Torrent's ride and handling balance reasonably carlike and quite acceptable." They note the Torrent’s body roll while cornering, as well as the power steering's lack of "responsiveness."

 SAFETY
Antilock disc brakes, traction control, side curtain airbags, OnStar telematics and stability control with trailer-sway-mitigating technology are all standard on the 2009 Pontiac Torrent. Front-seat side airbags (for torso protection) are not available. In government crash tests, the Pontiac Torrent earned a top five-star rating for the protection of front occupants in a frontal impact, as well as five stars for front and rear occupant protection in side impacts. In Insurance Institute for Highway Safety tests, the Torrent scored the highest possible "Good" rating in frontal offset testing.
reference:www.edmunds.com,www.thecarconnection.com,autos.aol.com

2011 Pontiac Solstice

Specifications prices Modifications and Image 2011 Pontiac Solstice
There are few cars in the $20,000-$30,000 range that can turn heads quite like the Pontiac Solstice. Even though it's entering its fourth year of production, this curvaceous roadster still commands looks from fellow drivers and passers-by. This sexy styling, along with the Solstice's able powertrain and sporty driving dynamics, have made it a sales success. For 2011, Pontiac has added even more varieties of Solstice to the menu.

Most notably, this model year sees the debut of a Solstice coupe that's available in the same base and GXP trim levels as its roadster sibling. Like the Chevy Corvette, the Solstice coupe actually has a targa-style removable roof panel. Pontiac says it's concave on the inside to allow for more headroom -- slightly more than 37 inches total. The coupe keeps the roadster's rear fenders and rear fascia, but features a slightly different taillight design, and the deck lid is topped with a sleek-looking (and functional) ducktail-style rear spoiler. And although the interior remains mostly the same as the original Solstice, the area behind the coupe's seats has been redesigned for better access to the cargo area. The result is a car that keeps the original Solstice's sexiness while offering added rigidity and versatility.

Another addition to the 2011 Pontiac Solstice lineup is the Street Edition, which combines the base Solstice's 2.4-liter four-cylinder engine with the GXP's performance-oriented suspension. We're not quite sure of the logic behind putting the lower-powered engine and all-season tires on a stiffer suspension, but standard features such as air-conditioning and an upgraded seven-speaker audio system offer a level of comfort above that of other Solstice trims.

As before, the soft top 2011 Pontiac Solstice's chief competitor is the Mazda MX-5 Miata. The Solstice (as well as its twin, the Saturn Sky) may have the advantage when it comes to looks and straight-line performance, but the Mazda still beats the Pontiac in day-to-day enjoyment thanks to its more athletic personality, quicker-revving engine, a more polished demeanor and an effortless drop top (including an available retractable hardtop). The Mazda is also more practical and enjoys a vastly superior reputation for reliability. We'd take the Miata over the base Solstice roadster any day, but the powerful GXP is tougher to resist -- and even more so in coupe form.

INTERIOR
The 2011 Pontiac Solstice is a budget sportscar, with an emphasis on budget. While the Pontiac Solstice offers a low starting MSRP for its base trim, it also has little in the way of standard features to drool over.

Standard features for the 2011 Pontiac Solstice don't vary greatly between the base and GXP trims, and neither offers a long list of high-tech amenities. ConsumerGuide states that the base Pontiac Solstice includes "OnStar assistance" and an "AM/FM/CD/MP3 player [with] digital-media player connection," while Edmunds points out that "a trip computer and an audio system with satellite radio" are also standard. Edmunds adds that "roadsters have a manual soft top with an acoustic headliner," and those springing for the Pontiac Solstice GXP will get "Bluetooth, cruise control, full power accessories, keyless entry, and a leather-wrapped steering wheel," on top of the base amenities, reports Edmunds.

For those disappointed in the standard features offerings on the 2011 Pontiac Solstice, reviews read by TheCarConnection.com don't hold out much hope for available options. Kelley Blue Book says that "there are four logically-grouped packages," most of which simply add the GXP's standard features to the base model of the Pontiac Solstice. However, Kelley Blue Book also points out that an available Club Sport Package "features a single CD stereo and performance suspension while deleting OnStar, XM radio and all other options save for a rear spoiler" in an effort to save weight. Edmunds reviewers report that available options "on both trims are air-conditioning, leather seating, an upgraded audio system with a six-CD changer, sport pedals and the Club Sport Package," while the "Premium Package adds leather seats, a leather-wrapped steering wheel and steering-wheel-mounted controls." Other stand-alone options, according to ConsumerGuide, include a "Monsoon sound system" and floor mats for the base model.

EXTERIOR
On the morning the Solstice arrived, the skies opened up, lending themselves to a decidedly negative first impression. Upon opening the driver side door, water poured off the roof directly into the middle of the driver's seat. After voicing a few expletives and wiping the off the dampened throne, we slid in and – like a proper sports car – found ourselves a few inches from the ground. Arthritics take note: look elsewhere for your two-door thrills. Fortunately, the door sills aren't particularly wide or tall making entry and exit a bit easier, if slightly convoluted.

Even before turning the key, thoughts of the Viper immediately spring to mind. The interior is – to put it mildly – snug. The center tunnel is tall and wide to accommodate the transmission and drive-shaft, and unlike many modern sports cars, the Solstice's dashboard and center stack is relatively devoid of the dozens of buttons and switches to control the ever-growing number of features. It's minimalistic and refreshing, particularly in a purpose-built sports coupe.

We could learn to live with the hard plastics, unwieldy color combinations and off-putting textures, but the horrendous fit and finish and ham-fisted ergonomics are a bridge too far. The gaps, particularly between the ends of the dashboard and the doors, are uneven and, in some cases, cavernous. The dark plastic covering the grab handle on the passenger side of the center stack appears as if it's going to pop off at a moment's notice, although the lack of rattling assured us it was firmly attached. Ergonomically, the disjointed theme continues, with the parking brake placed on the passenger side of the console and the window switches placed too far back on the door's armrest to be comfortably operated. And while we appreciate having a switch to toggle the stability control between normal, off and competitive modes, it's placement behind the steering wheel makes it easy to forget (design by lawyers?).

 ENGINE
A 2.4-liter four-cylinder engine with 177 horsepower and 166 pound-feet of torque powers the base Solstice, while the turbocharged 2.0-liter four in the GXP models kicks the power output up to 260 hp and 260 lb-ft of torque. A five-speed manual transmission is standard for either engine, while a five-speed automatic is optional. Straight-line performance is adequate with the base engine -- it goes from zero to 60 mph in 7.7 seconds for manual-equipped cars. The GXP is much more thrilling; in our testing, it went from zero to 60 mph in a scant 5.8 seconds.

According to the EPA, expected fuel economy for the base Solstice is 19 mpg city/28 mpg highway and 22 mpg combined. The GXP, despite the added performance, still turns in a respectable rating of 19/25/21 mpg.

SAFETY
In NHTSA's front impact category, the Pontiac Solstice earns a decent four-star rating for frontal crash protection—albeit against vehicles of similar weight. The Solstice also gets four stars for driver and passenger side impacts—though without side airbags. The Pontiac Solstice wins, perhaps unsurprisingly, a perfect five-star rating in terms of rollover resistance, thanks in large part to its low center of gravity.

In response to numerous criticisms regarding the standard safety features on the Pontiac Solstice, GM has upgraded the list to include some very common, and critical, technologies. According to Kelley Blue Book, "new standard equipment includes StabiliTrak stability control [and] anti-lock brakes (ABS)." Edmunds adds that "traction control [is] standard on all Pontiac Solstice trims," although unfortunately "side airbags aren't offered." Other than those newly standard features, TheCarConnection.com discovers little else in the way of active safety systems.

Given the 2009 Pontiac Solstice's small dimensions and generous window size, it's probably unsurprising that visibility is generally good. The only real complaint in this regard comes from Consumer Guide reviewers, who find that "visibility to the rear is partially blocked by a pair of decklid humps directly behind the seat headrests." Although this obstruction is a nuisance, it's not enough to warrant any sort of rearview camera or parking assist on the 2009 Pontiac Solstice.
reference:www.edmunds.com,autos.aol.com,www.thecarconnection.com

2011 Pontiac G8

Specifications prices Modifications and Image 2011 Pontiac G8
Thanks to a long line of uninspiring products over the past couple decades, Pontiac -- ostensibly GM's "driving excitement" division -- acquired a rather unfortunate reputation as fodder for rental-car fleets. But that's been changing as of late, thanks to a concerted effort by GM to reassert the brand's high-performance heritage. The 2011 Pontiac G8 is at the core of Pontiac's recent resurgence. This powerful yet refined rear-wheel-drive performance sedan is unlike anything Pontiac has offered in recent memory -- and we mean that as a sincere compliment.

The Pontiac G8 is a mechanical twin of the Commodore sedan from Holden, GM's Australian subsidiary. That's a good thing, as the Commodore has garnered accolades Down Under for providing affordable full-size functionality in a swift and agile package. Thankfully, Pontiac stylists resisted the urge to outfit the American version with the brand's traditional assortment of scoops, vents and spoilers, and the car looks muscular and purposeful from most angles.

The G8's mechanical merits are impressive, from its range of energetic engines to its impressive combination of sharp handling and supple composure over broken pavement. The new 2009 GXP model raises the performance bar even higher with a 402-horsepower version of the iconic Corvette's 6.2-liter V8. One of our few complaints about the G8 has been the lack of a manual transmission, so we're pleased to report that you can get one on the GXP (though still not on lesser G8 models). In any guise, the G8's BMW-like MacPherson front strut layout and multilink rear suspension yields a sophisticated driving character that's more typical of European sport sedans than large domestic rear-drivers.

The G8 also impresses inside, especially considering the plasticky depths to which Pontiac interiors had previously sunk. There are still too many hard surfaces, but the center stack is more than a little reminiscent of Audi's industry-leading efforts. Passenger room is plentiful, particularly in back, where all but the largest riders will have space to spare. The rear center seat isn't so hospitable, however, as the wide center tunnel necessitated by the G8's rear-drive layout essentially eliminates legroom there.

At the G8's moderate price point, the Dodge Charger/Chrysler 300 twins are the only other roomy, rear-wheel-drive, full-size performance sedans available. The Chrysler siblings are certainly competent, but the G8's sporting character sets it apart. We're not fans of the G8's lackluster fuel economy, but then, the Charger/300 duo aren't likely to win any efficiency awards from the EPA either. Bottom line: If you want a large sedan with American attitude and Continental manners, the 2011 Pontiac G8 is in a class of its own.

INTERIOR
Inside, the car is nice – and we don't mean "nice for a Pontiac." Since it will probably come up at some point, no, the interior isn't fastened together with the Absolutely No Play Allowed tolerances and super soft touch materials for which the Germans are credited. The leather seats are plenty plush, and though the leather on the doors isn't Nappa soft, it's decently padded and has the look of quality. And the GXP is unquestionably solid – so much so that, if you're looking for something to compare it to, you'll compare it to the Germans. There were no squeaks, no rattles. When you press any of the large, clearly-marked and well-laid-out buttons, they all perform their functions immediately. Give the metallic finish center console the tap test, it responds with "Yes, sir?", not "I really wish you wouldn't do that." The stalks make a pleasant "thunk" when employed. The switchgear is allergic to fuss.

Speaking of switchgear, what could be the best thing about it is that there really isn't much of it. We are fatigued by getting into yet another car that looks like a giant button monster got drunk and threw up everywhere. This is especially true when they're supposed to be driver-focused cars. It's hard to be a hardcore driver when you want to turn the A/C off but know you'll have to stop driving in order to find the button. The G8 GXP doesn't go in for all that. The digital gauges atop the center stack have now been eliminated. The center screen is large and legible in all light. The climate controls are immediately friendly. And there's not much else to worry about.

But before we get to that, one last word on the interior: capacious. Or how about these: commodious, voluminous, ample. There's a ton of room inside. And since this car was put together in Australia, we don't mean one of those miserly U.S. tons, either. No, there's a British long ton of room in there. Four 6-foot-plus men could fit inside and enjoy an interstate ride and still have room for that humongous center armrest in the back. Or a goat. It's that roomy.

Our niggles with the interior: we didn't like the CD dials on the steering wheel – we find buttons easier to deal with. And speaking of easier to deal with, getting directions with OnStar was awful. Like Here Comes the Inquisition awful. Like we'd rather ask that dude sleeping in the street if he knows where to go awful. GM, please give us proper GPS navigation with a map screen. Even as an option.

  EXTERIOR
Final chassis tuning was done at the Nürburgring in Germany, and the result is a truly likable machine with deft, Euro-sedan handling. The steering is lighter and less communicative than the best racks from, say, BMW, but it still manages to instill confidence in hard corners. Placing the nose is easy and reassuring as the compliant suspension soaks up bumps and pitching pavement without disturbing the body, which is well disciplined by the shocks to remain steady. Grip from the conservatively sized tires is unexpectedly good, no squealing or understeer to report; we recorded 0.85 g on the skidpad. Lurid slides of oversteer are only summoned with a heavy right foot, and then easily controlled.

In a nod to America’s generally lumpier roads, the FE3 suspension pack has retuned shocks and a 2mm-thicker rear stabilizer bar but is kept supple with ample wheel travel, which prohibits fitting any wheels or tires larger than the standard 19-inch polished alloy wheels and 245/40 W-rated Bridgestone Potenza RE050As. The ride is set to "livable" and freeway hop is reduced to a distant ka-wop of the tires in most cases, although the settings are somewhat firmer and the tire rumble somewhat more pronounced than in the base G8. Four-piston Brembo calipers up front haul the GXP to a stop from 70 mph in a commendable 156 feet, although we noted a fair degree of fade after just three hard stops.

As in all G8s, exceptional comfort in the seats comes from good thigh support and thick bolsters. Back-seat riders are pampered by tons of knee- and legroom and a seat-back fixed at a restful recline. It's a lucky commuter, indeed, who scores a G8 for a taxi. GM broomed the red-face gauges of the 2008 model, all 2009s having white illuminated script that is easier to read. The dorky, digital, unusable voltage and oil pressure meters in the center stack are gone, replaced by a shallow cubby maxed out by a few pens.

GM is hoping to move 5000 to 7000 GXPs per year, but sales of the G8, introduced last February, have been off Pontiac’s predictions by more than 50 percent, thanks to high fuel prices and America’s soft economy. The GXP’s base price will be about $40,000, including a $2000 gas-guzzler charge, when sales begin in December. There’s not much in the way of visual distinction from the base G8: a blockier front fascia, the bigger wheels, the seats and the dash accented by GXP logos, and a unique squared-off steering wheel. Options are few: a sunroof, all-season tires for colder climates, and a dealer-installed Track Pack, which includes upgraded transmission- and engine-oil coolers. The color choices are even the same as those of the base G8.

ENGINE

This is the most powerful Pontiac ever, and here's the nut: the LS3 6.2-liter small block V8 is good for 415 hp and 415 lb-ft., which is something like a solid 8.5 on the family sedan Richter scale. Pontiac claims a 0-60 time of 4.6 seconds, though we recently heard of an outlet putting down a 4.4, and the quarter will go by in 13 seconds. Of course, if you have some past Pontiac products in mind, this might not provoke the aimed-for respect of driving prowess, and in fact it could all be rather worrisome.

Cringe not, fair reader – here's the bolt: 4-wheel, fully-adjustable independent suspension that, need you even ask, was tuned on The 'Ring. MacPherson struts up front are paired with a four-link, coil-over-shock setup out back, and the pair tied down with front and rear stabilizer bars. Up front, everything is adjustable: caster, camber and toe. To the stern, you can fiddle with camber and toe.

And here's the lockring to make sure it all sticks just so: a 6-speed Tremec TR6060 manual transmission as an available option. The Hydra-Matic 6L80 automatic transmission is standard, but if you want that... do you really want a GXP?

It's all controlled through steering on a variable-rate rack, and it's all stopped with 4-piston Brembos up front, single-piston calipers out back. This leaves an equation giving us six speeds to unleash 415 hp and 415 lb-ft through a sport suspension and P245/40 R19 tires. On a 4,000-pound car. That means there are quite a few possible answers. The answer we came up with: "Oh @#%*! yeah."

Take off from a standstill on a smooth road, and it's Go-Go-Gadget horsepower. The GXP is set up to react like a sports car, so there's 2-percent squat and 98-percent "Baby, it's time to go!" Take off on a bumpy road and the birds will chirp, those being the 19-inch tires looking for anything that will offer some traction. But they'll do it efficiently, business-like and in a straight line – the car doesn't jump around looking for purchase, it simply looks. And you can hit the 'Repeat' button on that as often as you like.

Straight line speed, however, has never been an issue. The pearly gates open up when you start cramming the car through turns and discover home-baked, heavenly goodness. Houlihan told us that they got rid of telescoping steering in order to keep the rack stiffer, and the rear brace across the top of the back seat remains as well, even though it eats into the pass-through space. Stiffness here was the name of all games. And in keeping the bodyshell stiff, they didn't need to make undue compromises with the suspension to keep everything in line.

The steering doesn't weight up as much as we would like, but that's because we drove the car like a high horsepower 2-seater and so we began to expect more resistance. But it is meaty enough to be plenty filling, and the wheels will pass all messages instantly through the rack, telling you everything you need to know.

LA has a mess of curvy roads with awful pavement, and the GXP never came unglued. If it was an excessively large expansion joint taken at impressive speeds on the highway, the car skooched over a couple of millimeters and continued on course. If it was a hairpin that looked like the pavement had caught the measles, the back end and its wider track did nearly all of the work and left you plenty of options for correction should you need it: steering, throttle, brakes and even lifting off. It would not come unstuck.

Only once were we reminded that the car weighs 4,000 pounds, and that was because we had come around a corner at something like Ludicrous Speed and there was a log in the road. A quick, instinctual juke to the left, and the log was gone and forgotten. All we thought was, "Hey, that was 4,000 pounds right there..."

SAFETY
All G8 models are equipped with front seat airbags, full-length side curtain airbags, antilock disc brakes with brake assist, stability control and traction control. OnStar is also standard equipment.


Driving Impressions
Those who buy a V8-powered G8 because they want a four-door modern-day muscle car will not be disappointed. If you turn off traction control, the GT or GXP will lay thick stripes of rubber in your favorite parking lot until the cows come home -- or until you run out of tires. What buyers may not expect is the tight handling that comes with the package, particularly in the case of the GXP, which rides on GM's sport-biased FE3 suspension.

All's not perfect in the G8's world, of course. The V6 is noisy and harsh in almost all driving conditions and gets progressively worse the harder you push the accelerator. Also, the upgraded six-speed automatic on G8 GT models often transmits a firm kick during upshifts that's absent with the base five-speed unit. Brake feel isn't optimal either, as the long-travel pedal feels a bit soft for performance-driving purposes. But overall, the G8 should go a long way toward helping Pontiac reclaim its storied past. Driving excitement is once again alive and well.
reference:www.edmunds.com,autos.aol.com,www.caranddriver.com

2011 Pontiac G5

Specifications prices Modifications and Image 2011 Pontiac G5
The G5 trails the majority of the small car class when it comes to comfort, quality and performance. Take the Mazda3 for a test drive if you're looking for the sportiness previously associated with Pontiac. The 3 also has good cabin comfort and a stronger reputation for quality than the G5.

All in all, reviewers find the 2011 Pontiac G5 does a good impersonation of a sporty coupe, but issues with its underpowered engine and less than luxurious interior keep it from earning any real street cred. There are plenty of other small cars with more sportiness, greater cabin comfort, and more exciting performance.

The G5 changed very little from the 2010 model year, but Pontiac did drop the GT trim's sportier engine and added variable valve timing to the base -- and now sole -- four cylinder engine. For several months the fate of General Motors and by extension, Pontiac, has been uncertain as the scope of the government auto bailout has taken shape. However, GM has now announced its intention to phase out the Pontiac brand by the end of next year. The Pontiac Vibe is the only car scheduled to be released as a 2011 model. You could find a fantastic deal on a G5 right now as the automaker prepares to clear its inventory.

If you're considering purchasing a Pontiac G5 or already own one, rest assured that your warranty will be honored at the remaining General Motors dealerships. The G5 shares a platform and many mechanical components with the Chevy Cobalt and upcoming Chevy Cruze.

INTERIOR
Inside the Pontiac G5 is a nice cabin. We found the cloth material on the seats quite handsome. There is plenty of legroom for two people up front. The driver's seat is adjustable for height. However, it seems to work better for raising short drivers than it does lowering down to add headroom for taller folks. The problem is that when the seat is lowered all the way to accommodate a tall driver, the seat cushion tilts a bit forward. So the G5 is better for people of average or shorter stature than it is for those who are tall.

Leather seats are optional and, on the GT, are available in Ebony or the new-for-2009 Ebony/Red combination.

All the controls are easy to find and use but there is a shortage of storage bins and trays.

The back seat is barely suitable for a six-foot adult for a short trip across town. It is an excellent location, however, for parcels.

Like many coupes, which favor a low roof as they go for a streamlined look, the G5 has somewhat narrow windows. Some people like that because it makes them feel as secure as a turtle in a shell. Others find it slightly confining. One problem is poor visibility over the driver's left shoulder. Big roof pillars and a small rear window combine to make it hard to see vehicles coming up to pass.

OnStar is a nice security blanket. This option combines a global positioning system and a cellular telephone (far more powerful than a hand-held cell phone) to put the driver in contact with an OnStar center. Manned 24/7, the OnStar center can tell where the vehicle is located and can provide help, ranging from a calling a tow truck to providing directions when you are lost. In case of a crash severe enough to deploy the airbags the system will automatically call the center so help can be sent even if the occupants are incapacitated.

We liked the optional sunroof. On some cars the sunroof tends to scoop outside air and funnel it into the vehicle as if attempting to duplicate the tornado from The Wizard of Oz. That is not the case with the G5. There is so little turbulence it is possible to open the sunroof on a 20-degree day and enjoy the sunlight without freezing, with the heater turned up.

The trunk is rated at 13.9 cubic feet which is competitive in this segment. The rear seat can be folded down for carrying more cargo.

EXTERIOR
The G5 ($16,275) comes with air conditioning; power windows, mirrors, and door locks with remote/keyless entry; tilt steering; four-speaker AM/FM/CD/MP3 audio; 60/40 split-folding back seat; height-adjustable driver's seat; and 195/60R15 low-rolling-resistance tires on 15-inch steel wheels. OnStar and XM Satellite Radio are also standard. The standard suspension, called FE1, is tuned for a smooth ride. Brakes are discs in front, drums in the rear.

G5 options: The Sun & Sound Package ($995) combines a sunroof with a seven-speaker Pioneer audio system. MyLink ($995) combines one year of OnStar Directions & Connections with 16-inch machined aluminum wheels, 205/55R16 touring tires, ABS, cruise control, auxiliary USB audio port, leather wrapped steering wheel and shift knob, and steering-wheel-mounted audio controls. The Appearance Package ($295) adds body-color side moldings, a trunk cargo net, a chrome exhaust tip, and fog lamps.

The G5 GT ($19,575) upgrades with StabiliTrak electronic stability control, four-wheel-disc brakes with anti-lock (ABS), FE3 sport suspension, and 17-inch aluminum wheels wearing summer performance tires. The GT also adds heated seats, cruise control, foglamps, the seven-speaker stereo, leather-wrapped steering wheel and shift knob, audio and cruise controls on the steering wheel, and a chrome-tipped exhaust.

Options for both models include a sunroof ($750), USB input ($100), leather seats with front seat heaters ($795), engine block heater ($75), and remote starter ($190). A cigarette lighter and ashtray are available ($40). The seven-speaker stereo ($295), ABS ($400), and cruise control ($275) are available for the base model.

Safety features include dual-stage frontal air bags (now with a passenger sensor) and front seat belts with pretensioners (in a crash these remove the slack). Always wear those seat belts because they are your most important line of defense in a crash. Anti-lock brakes (ABS), standard on GT and optional on the base model, can help drivers avoid accidents by allowing them to maintain control of the steering at maximum braking effort. We recommend getting ABS.

The standard OnStar service includes the General Motors Advanced Automatic Crash Notification (AACN) system, which makes crash data available to participating 911 centers, to help them dispatch the appropriate life-saving personnel and equipment to crash scenes faster. Also available is OnStar's Vehicle Diagnostics notification system that allows subscribers to receive free monthly reports via E-mail. Each diagnostic report provides information on the remaining life of the engine oil, as well as tire pressures and checks on the engine and transmission, emissions controls, braking systems, and air bags. OnStar is highly useful for navigation and we've found the OnStar operators friendly and helpful.

ENGINE
All Pontiac G5 models are propelled by a 2.2-liter inline-4 that produces a respectable 155 horsepower and 150 pound-feet of torque. For both variants, the front wheels are driven by a standard five-speed manual transmission with an option for a four-speed automatic.

As expected from any entry-level compact sport coupe, performance is far from inspiring -- but for that sacrifice, you get very good fuel economy. The base G5 XFE with the five-speed manual and 15-inch wheels achieves a best-in-class 25 mpg city/37 mpg highway and 30 mpg combined. Opting for larger wheels or the four-speed auto drops those numbers, particularly the highway figure, with an auto-equipped G5 GT with 17-inch wheels achieving 23 city/32 highway and 26 combined.

SAFETY
Four-wheel antilock disc brakes are available as an option for the base Pontiac G5 and come standard with the GT. Full-length side curtain airbags are standard on both models, and the addition of a passenger-sensing system for 2009 improves front airbag deployment. The National Highway Traffic Safety Administration awarded the 2009 Pontiac G5 a four-star (out of five) crash rating for driver protection in head-on collisions. It earned five stars for front passenger protection. In side-impact testing, both front and rear passenger protection earned it four stars.

Driving Impressions

While the 2009 Pontiac G5 offers enough power for the average commuter, handling will most likely disappoint, particularly on the base model. An abundance of body roll and numb steering limit the driver's overall connection to the car -- but to the G5's credit, the ride is both smooth and quiet. In the sport-coupe segment, which leans towards driving enjoyment, the G5 trails far behind the competition.
reference:www.edmunds.com,usnews.rankingsandreviews.com,autos.aol.com

2011 Pontiac Vibe

Specifications prices Modifications and Image 2011 Pontiac Vibe
The 2011 Pontiac Vibe is based on the Toyota Matrix, which is, in turn, a close relative of the Toyota Corolla. Those are pretty good genes for a compact hatchback to start with, and the Vibe makes the most of them. Sharing most of the Matrix's interior and mechanical components, the Vibe boasts a compliant suspension, intuitive cabin controls and plenty of cargo capacity, making it one of the more compelling choices in this segment.

Compared to its sibling, the Vibe sets itself apart with unique exterior styling, including Pontiac's trademark dual-grille design. Its sheet metal is far more stylish than the typical economy car's, its tall body imbues the cabin with a spacious feel and its convenient hatchback design means you can haul a lot of stuff. This cargo-carrying capacity is one of the Vibe's biggest draws -- it can haul almost as much as some compact SUVs. Yet its fuel economy with the base 1.8-liter engine is still quite good at 28 combined mpg. The Vibe costs a grand or two more than a run-of-the-mill budget hatchback, but its verve and versatility make it well worth the extra coin.

It's worth noting that GM's restructuring process could mark the end of Pontiac. If the brand is axed, this will negatively impact the Vibe's resale value. Still, there's no doubting the Vibe's fundamental goodness. Certainly, you'll want to shop around some -- other good choices include the Hyundai Elantra Touring, Mazda 3 Scion xB, Subaru Impreza and Volkswagen Rabbit. Each of these cars has its own particular set of merits, but for a compact hatchback or wagon offering practicality and style in equal measures, the 2011 Pontiac Vibe stands tall.

INTERIOR
On the inside, the basic look of the old model carries over though dash materials have been upgraded with a more tactile feel. The center stack looks much the same as the outgoing model, and while the cartoonish bulging plastic knobs look very '90s, everything is at least easy to use. Console-mounted shifters like the one in the Vibe are usually a pet-peeve of this blogger, and though it still looks goofy, the upright ergonomics in the Vibe make it a necessity.

The leather, sport-bolstered seats in the GT are the big bright-spot of the Vibe interior, with plenty of support for when you're diving nose-first into the twisties. They were also comfortable on long commutes, which is a big deal on my daily 35-mile trek to the office. The Vibe is a tall hatch that also rewards you with plenty of space on the inside. With the rear seats folded down and their flat plastic backs facing the ceiling, you can fit some big things in this little car. We would have liked a deep well carved out behind the second row of seats when they're not folded, but aside from that found the Vibe to be an immensely practical package.

EXTERIOR
The basic shape of the outgoing Vibe was kept, but overall the appearance is more aggressive than the previous model. The hatchback shape is now comprised of smooth sheetmetal that contrasts with hard creases, which gives the updated five-door a more dynamic look than its predecessor. Our GT tester's set of striking 18-inch rims also made the little Vibe look sportier than it does in base form, even if both models share the same anemic four-cylinder. We liked the looks of the Vibe GT quite a bit, and more so than the direction Toyota chose to go with the Matrix and its new styling.

The new Vibe is within an inch of the old model in almost every dimension, yet the new GT weighs almost 300 lbs. more than the outgoing sport model. While additional safety equipment and larger wheels account for some of the heft, the tall wagon's new 2.4L engine also adds to the tonnage. The larger engine is much smoother and more refined than the smaller 1.8L offered in lower trim levels, but the extra weight and torque is felt at the pump where fuel economy is 21 mpg around the city and 29 highway. The available 1.8L four-cylinder in the base Vibe gets 26 mpg city/32 highway for those interested in pinching a few pennies at the pump, but both engines feature Toyota's VVT-i technology to make the most of their meager displacements.

ENGINE
The base trim Vibe models have only front-wheel-drive and are incorporated with a 1.8-liter four-cylinder engine for generating 132-horsepower along with a torsion-beam rear suspension. Similarly, the models with all-wheel drive have a free rear suspension along with an improved 2.4-liter mechanical engine for 158 hp. The sporty GT trim level comes with front-wheel-drive with a great 2.4-liter engine as well as a free rear suspension.

Even though all models are using different engines, a five-speed manual transmission comes as a standard on all versions, excluding the all-wheel drive model that is installed with a four-speed automatic. On the trim GT, a 5-speed automatic transmission is optional and a four-speed automatic transmission is added on base models. The trim Base in the Vibe also is installed with a 2.4-liter engine added with a four-speed that replaces the five-speed automatic transmission at additional cost.

SAFETY
The Vibe comes with antilock disc brakes, OnStar, stability control and a full complement of airbags (front-seat side and full-length side curtain). In government crash testing, the hatchback scored a perfect five stars for frontal and front-seat side impacts, dropping to four stars for rear-seat side impacts. The Insurance Institute for Highway Safety awarded the Vibe its highest rating of "Good" in both frontal-offset and side-impact crash testing.

Driving Impressions

Through the turns, the 2010 Pontiac Vibe is reasonably responsive, particularly on models with the independent rear suspension. While it's not as entertaining as the decidedly sporty Mazda 3, the Vibe GT shines as one of this segment's more engaging choices, thanks in large part to its capable engine. Whether handling road trips or daily-driver duty, this Pontiac is an amenable companion.
reference:ezinearticles.com,www.edmunds.com,autos.aol.com

2011 Pontiac G6

Specifications prices Modifications and Image 2011 Pontiac G6
The 2011.5 Pontiac G6 brings a fresh appearance some nice engineering upgrades to this sporty lineup of midsize sedans, coupes and convertibles.

A mid-year freshening gives these late-2011 models a sharper look up front, more like that of the top-level GXP. And the four-cylinder is now offered with an optional six-speed automatic transmission that delivers EPA-estimated fuel economy of 22 mpg in the city and 33 on the highway.

We've found these cars enjoyable to drive and quite pleasant. The G6 two-door coupe is sleek and sporty, the convertible features a dramatic folding hardtop, and the sedan is an attractive alternative to other midsize sedans. Most come with V6 engines, though the sedan is available with a four-cylinder engine.

For 2011, XM Satellite Radio is now standard on all models. And several new option packages, which according to Pontiac were inspired by consumer demand, make it easier to upgrade and personalize the G6. As before OnStar, side airbags and anti-lock brakes are standard equipment on all G6's.

We've found the G6 GT and GXP models to have good road manners, even when driven hard, thanks to their long wheelbase and European-designed architecture. This is based on test drives of the G6 GT sedan, GT Convertible, and GXP coupe.

The price point makes the Pontiac G6 a popular choice as a mid-size sedan and we've found it roomy and plush with excellent overall function. The coupe is comfortable and sporty. And for a real open-top experience, the convertible features one of the longest retractable hardtop roofs in production.

The G6 offers some interesting features. It can be started remotely from the comfort of your home by pressing a button on the key fob, a luxury on bitter cold winter mornings or sweltering summer afternoons. The G6 was designed to offer a strong value among midsize cars, and we think it's an alternative worth considering.

ENGINE
the 2011 Pontiac G6 3.6 Liter V6 engine that puts out a powerful 252 horse power and claims 251 pound feet of torque. While it may not seem like a powerful engine, it can thrust the low weight vehicle forward with a zero to sixty time of just over 6 seconds. The fuel economy is still fairly impressive as well for such a powerful engine and is an estimated 26 miles per gallon on the highway and 17 miles per gallon in city settings.

The economy engine that is available is the 2011 Pontiac 2.4 Liter motor that has 164 horse power and 158 pound feet of torque. Even though most people are happy with the performance that it offers, the fuel economy is perhaps the most advantageous benefit of the 2.4 Liter engine. The estimated gas mileage is 33 miles per gallon on the highway and about 22 miles per gallon in busy city settings.

The smaller six cylinder motor is the 2011 Pontiac 3.5 Liter V6 engine that boasts a strong 219 horse power and 219 pound feet of torque. The estimated gas mileage is about 22 miles per gallon on the highway and 15 miles per gallon in the city.

The fourth engine choice is not one that many people select simply because it offers a very small boost in power. The 2010 Pontiac 3.9 Liter V6 engine only offers 222 horse power, but the fuel economy is much worse than the smaller 3.5 Liter V6 and the performance difference is virtually impossible to detect.

INTERIOR
The Pontiac G6 has a nice interior with attractive fabrics and comfortable bucket seats. At first, it has that tank-like Pontiac feeling of sitting down low in the cockpit, but that feeling goes away in time, and the G6 becomes a happy, comfortable companion. The cabin is altogether different from the old soft-plastic, fat-knob theme of older Pontiacs. It's much more modern, more European.

The sporty front bucket seats are made for body comfort and support in handling maneuvers. We found them very comfortable thanks to thick padding and sufficient bolsters.

Rear-seat space benefits from the relatively long wheelbase of 112.3 inches. In the sedan, a 6-foot, 4-inch passenger can sit behind a 6-foot, 4-inch driver with plenty of room. The coupe's rear seating is a little tighter, and the convertible's tighter still, especially in the shoulder and hip room categories. The rear bucket seats in the G6 convertible are appropriate because three people don't fit well anyway.

The dash is done in four major sections including a stark, un-grained plastic center stack that holds two vents, the sound system, heater controls, and a 12-volt power outlet. Instruments and controls are presented in white on black (illuminated in red at night). Every single knob and escutcheon has a chrome ring around it; very tasteful, and nicely presented, with small, conservative graphics on the faces and labels.

The center stack has a red-LED readout and control panel that makes it easy to use the sound system's features, as well as to customize the locking, lighting, and other functions. The trip computer and driver information system are likewise intuitive and enjoyable to use.

The audio system works well and the knobs are sized well for operating while driving, a welcome relief from the tiny buttons and knobs on many systems. However, we miss the smart pre-set buttons used on previous GM vehicles that let the driver switch from favorite AM, FM, and XM stations simply by pressing the pre-set; the new setup works like most radios, requiring the driver first change the band before switching to the favored station.

The remote starting system allows the driver to start the car from the warmth of the house on cold winter mornings, a welcome feature when needed.

The convertible's top was engineered with Karmann and the big top opens and closes within 30 seconds, storing under the truck lid and a hard tonneau cover. We found it works exceptionally well, powering up or down quietly and quickly, with the press of a button. Hold the button down after it's done and the windows will power up or down appropriately.

The convertible's trunk is accessible when the top is down, but space is reduced from tiny (12.6 cubic feet) to grocery-bag sized (5.8 cubic feet). Obviously, that can limit your use of the convertible's top-down mode on long trips. The coupe offers 12 cubic feet of trunk space that's there all the time, while the sedan offers 14 cubic feet.

EXTERIOR
The Pontiac G6 models are attractive cars. They have the smooth styling of the latest-generation Pontiacs, sharing cues with the Solstice roadster and other models and sort of a Lexus/Toyota look from the rear. The G6 offers clean, uncluttered lines that are quite pleasing.

For 20011, base and GT models got new front fascias. The traditional Pontiac twin upper grille nostrils are now larger, with sharper corners. The broad lower grille with its narrow center divider is gone completely, replaced by a large trapezoidal opening in the center, flanked by a pair of oblong scoops that sweep up at their outboard edges. All three openings are defined by a box-section welt that rises from under the center opening and flows out over the side openings, suggesting the pointy end of a Texas longhorn (or the front bumper of a Tucker, if you remember back that far). In all, the look is sharper, more aggressive than before, and more like that of the high-performance GXP (which remains unchanged).

Additional new creases in the sedan's rear bumper provide more definition, while echoing the new look up front. The coupe and convertible remain unchanged at the rear.

Base and GT buyers can choose a clean-flanked look, or an optional ($100) body-color spear running the length of the doors. Deck-lid spoiler options range from none to a nicely integrated raised lip to the aptly named hammerhead, whose (theoretically functional) side pods resemble the face of its deep-sea namesake.

The restyled GT and unchanged GXP now look more alike than before, although the GXP retains its unique front fascia, with more vertical upper nostrils filled with a grille texture that resembles braided stainless steel. The three lower openings are similar in shape to those on the new base and GT, but without the steer-horn molding, and all three are smaller, leaving room for the more prominent upper grille and for separate round foglight nacelles at the sides. The center opening is black while the side openings share the braided-stainless theme.

The coupe and convertible inject more excitement into the styling. The frameless windows are indexed, meaning that they automatically open 0.25 inch when the doors are opened, and close again when the door is closed for a tight seal. From the rear, the coupe and convertible feature narrow taillights and a sloping decklid.

The Pontiac G6 is built in Michigan, from parts and ideas used on the Saab 9-3, Opel Vectra, and Chevrolet Malibu.
reference:ezinearticles.com,/autos.aol.com,www.automotive.com

SAFETY
• Electronic Stability Control   
• 4-Wheel ABS
• Daytime Running Lights   
• Child Seat Lower Anchorage
• Adjustable Upper Belt - Front   
• Adjustable Upper Belt - Rear
• Pretensioner   
• Energy Management Feature
• Advanced Air Bag Features   
• Side Airbag - Front
• Head Airbag - Front   
• Trunk Release
• Auto Crash Notify   
• Tire Pressure Monitor

2011 Pontiac G3

Specifications prices Modifications and Image 2011 Pontiac G3

The new 2010 Pontiac G3 base model features a 1,598 cc 1.6 liter engine that has 4 inline cylinders. This engine model is built to provide the customer with a smooth ride, dependability and performance. This vehicle also has a fuel efficiency rating that customers rave over.

 EXTERIOR AND INTERIOR

The sub-compact G3 has front-wheel drive and is powered by a 108-hp 1.6-liter engine mated to a five-speed manual transmission. A four-speed automatic is optional. Standard equipment includes air conditioning, power steering, body-colored mirrors, fog lights, 14-inch wheels, front cloth bucket seats, and an AM/FM radio with a single CD player. Safety features include front driver and passenger airbags and seat-mounted side airbags for the front row occupants. 

 

ENGINE

The 1.6 liter engine model that is in the 2010 Pontiac G3 base model produces 108 horsepower and has 105 pounds per feet of torque under the hood. Equipped with a dual overhead cam that has four valves per cylinder, this engine has a compression rating of 10.8 to 1. While this engine model is smaller than some on the road today, customers can have the peace of mind in knowing that it is built to last while having the ability to handle all of your long driving hours.

The EPA gives the new 2010 Pontiac G3 high marks for its fuel ratings. With an estimated 27 miles per gallon of gasoline during city driving conditions and 34 miles per gallon of gasoline during highway driving conditions, this vehicle is at the high end of the must have vehicles on the road. Some of the features that Pontiac put into this vehicle to help with its fuel efficiency includes a multi point fuel injection system and a variable valve timing/ camshaft. A variable valve timing system is the technology that Pontiac uses to help slow down the amount of fuel used when the vehicle is operating at a lower speed per mile rating. Not only does this help with the consumption of fuel by your vehicle, it also helps to save on the wear and tear of your engine giving it a longer life.

 COMPETITION

Consumer Guide Automotive places each vehicle into one of 18 classes based on size, price, and market position. The subcompact class is made up of the smallest hatchbacks, sedans, and wagons on the market. These are generally considered economy cars.

Our Best Buys include the Honda Fit and Nissan Cube. Our Recommended picks are the Hyundai Accent, Kia Rio, Scion xD, and Suzuki SX4. New or significantly redesigned models for 2010 include the Kia Rio, Kia Soul, and Suzuki SX4.

 SAFETY

Specs and safety for the 2010 Pontiac G3 include detailed information on everything from fuel mileage to seating capacity. NHTSA crash-test scores for the 2010 Pontiac G3 are provided as well as manufacturer warranty information.