The brash Pontiac Grand Am accelerates into the 2001 model year as Pontiac's top-seller.
The front-drive Grand Am lineup has been simplified, but nevertheless offers a good variety of models.
The mid-line SE2 has been dropped, but the front-drive car still is offered as SE and SE1 and GT and GT1 coupes and sedans. All are similar to the Oldsmobile Alero, which is more conservative and aimed at an older crowd.
Prices range from $16,140 for the entry SE coupe to $21,805 for the GT1 sedan; it's nearly as sporty as the GT1 coupe--and more practical.
Even SE models are well-equipped, with items such as air conditioning, AM/FM/cassette, tilt steering wheel, power door locks, anti-lock brakes and 5-mph bumpers. The SE1 adds such features as power windows and cruise control.
The SE and SE1 have a 150-horsepower four-cylinder engine, with an optional ($655) 170-horspower pushrod V-6 for the SE1.
Move up to the GT models and you get a standard 175-horsepower V-6 and more equipment, including variable-assist power steering, power driver's seat, wider tires and a CD player.
Horsepower and list prices are important for the Grand Am because it's long been known as an affordable, nicely equipped sporty car. In fact, it has been Pontiac's top-seller since 1986 and America's best-selling compact sporty car for years.
The Grand Am was revamped for 1999, so there are few changes for 2001. They include new audio systems, rear child safety seat anchors, new interior trim, new 15-inch aluminum wheels and three new colors, including the striking Galaxy Silver Metallic that covered my test car.
That color dramatically highlights the extroverted styling of the Grand Am, which has such things as excessive body cladding. The GT is the raciest looking Grand Am, with add-on items such as an overstyled rear spoiler.
Even the Grand Am interior is overdone, with big, circular hoods around the deeply recessed speedometer and tachometer and five big adjustable eyeball dash vents.
However, there is no denying that the Grand Am stands out in a market filled with look-alike cars.
The 2.4-liter, dual-overhead-camshaft four provides good acceleration, partly because the Grand Am only weighs about 3,100 pounds. But the two 3.4-liter V-6s are smoother and stronger.
The GT's 175-horsepower V-6 loafs at 2,200 rpm even with a performance 3.29 axle ratio at 75 mph, making for relaxed cruising.
All engines deliver good fuel economy--in the low 20s in the city and high 20s or low 30s on the highway. And they only require 87-octane gasoline.
The four-cylinder is offered with a slightly notchy five-speed manual transmission from Getrag, which also supplies gearboxes to BMW and Porsche.
The V-6s are teamed with a four-speed automatic transmission, which upshifts smoothly and downshifts crisply.
The Grand Am is no BMW, but handling is sharp--especially with GT and GT1 models. Although precise, the steering has a bit too much power assist for highway driving. But the firm brake pedal is easily modulated.
The ride also is firm, but the fully independent suspension is supple and only gets choppy on surfaces such as badly broken pavement. Traction control is standard for better grip on slippery roads.
The quiet interior easily swallows four 6-footers, although entry to the rear is much easier with the sedan. Front seats in even GT models should offer more side support for the spirited driving the Grand Am invites, although leg support is unusually good.
The large, nicely placed controls work smoothly, and the large front cupholders are sturdy.
The ignition switch is handily located on the dashboard, but gauges are recessed too much and have numbers that are too small for a quick read. However, their red lighting at night is easy on the eyes. Front door pockets will be appreciated for such things as storing maps or sunglasses.
The roomy trunk has a high, rather small opening, but rear seatbacks flip forward to increase the cargo area.
The Grand Am enters the new model year a winner in its class and promises to leave with the same status.