1997 Pontiac Grand AM Midsize Car Review & Performance

split-grille nose. Our test coupe, a GT, benefits from a front spoiler,

lower body cladding, and spoiler-mounted driving lights.

The subtly contoured hood encloses one of two powerplants. The base

2.4-liter Twin Cam four-cylinder engine comes with a five-speed manual

or optional four-speed automatic.

The optional 3.1-liter V6 offers slightly more horsepower (155 vs. 150)

and significantly more torque (185 vs. 155 lb.-ft.) than the 2.4-liter

engine. The V6 comes standard with a four-speed automatic.

The Grand Am's generous greenhouse is balanced by a relatively high

belt line and low seating position. The roof pillars are thin, minimizing

blind spots for driver and passengers.

At the rear, a short deck lid conceals 13.4 cubic feet of luggage space,

good-sized by the standards for this class. This area is expandable via

a folding rear seat when the sport interior option is ordered.

The Grand Am's sporty styling still stands out in a field of family

sedans, even though its basic look is more than 10 years old. The front

and rear fascias, redesigned last year, successfully freshen the overall

body shape.

We prefer the look of the SE model (from $15,159, including destination)

with its cleaner lines. The GT Coupe (from $16,399) comes with lower body

cladding, a rear deck lid spoiler and other aerodynamic touches that give

it that Pontiac flair. But it's a look that's becoming a trifle dated in

a new age of uncluttered exterior designs.

The GT Coupe also comes with a suspension tuned more for spirited driving,

including more aggressive tires on 16-inch aluminum alloy wheels and larger

anti-roll bars that reduce body lean in corners.

Improvements include a new instrument panel with new analog instrumentation

that glows in orange and red at night for a racy, cockpit appearance, which

is consistent with Pontiac's carefully cultivated performance image trademark

touch. The instrument package includes a tachometer for all models.

There's new door trim, integrated cup holders and an overall improvement

in ergonomics, making secondary controls a littler easier to find and use.

Dual airbags are standard.

In general, we think the updates work, making the Grand Am as user friendly

as many of its more contemporary competitors.

The driver sits low in the cockpit, behind a properly proportioned steering

wheel. The gauges are immediately in front and clearly visible.

The steering wheel includes wheel-mounted radio controls, though we

found it easy to change tuning by mistake while driving. Misplace a palm,

and Vivaldi suddenly gives way to Van Halen. However, the main controls

for the Grand Am's standard AM/FM radio are conveniently located, with

large controls that make adjustments easy, even at night.

For '97, Pontiac has made air conditioning standard, and all climate

controls are located just below the stereo controls. We prefer this stacking

priority, since radio adjustments are more common when the car is moving.

Three large knobs make changing temperatures a breeze.

The center console features cup holders and storage beneath the center

armrest, supplemented by door map pockets and a glove box. The front bucket

seats are supportive, while avoiding some of the claustrophobic proportions

common to the sports GT genre.

There's plenty of room up front, and the coupe offers nearly as much

rear seat room as the sedan. However, rear seat leg room isn't the Grand

Am's strongest suit compared to its newer competitors.

While the standard 2.4-liter four-cylinder engine remains a trifle intrusive,

even after continuous updates over the years, our test car's 3100 V6 was

civilized and quiet at most operating speeds.

The V6 is responsive, with lots of muscle at lower engine speeds. This

makes it a willing companion with the four-speed automatic transmission,

the only transmission offered with the V6 engine option.

The 3100 V6 is economical to operate and maintain. And, at just $450,

the V6 option seems like a bargain, especially when compared with the cost

of a V6 in imported cars. That, and packaging, are the prime virtues of

overhead-valve designs versus the overhead cam, multi-valve engines that

are increasingly common in this class. Overhead cam engines produce generally

better top-end performance, but are bulkier and more expensive to produce.

Like all GM automatics, our test car's four-speed performed flawlessly.

Shifts were positive, but virtually undetectable, and the gearing is well

matched to the V6's torque curve.

Steering is power-assisted rack-and-pinion. Effort is reasonably low,

but there's little excitement in its feedback. Braking is accomplished

with ventilated discs in front, drums in the rear. ABS is standard on both

the SE and GT models.

With MacPherson struts up front and trailing arms linked by a torsion

beam in the rear, the Grand Am's road manners are, if not refined, at least

competent.

In general, the Grand Am has a one-piece feel that belies its age. However,

in contrast to some of its competitors, this car seems more comfortable

on interstates and freeways, less so when negotiating a twisty two-lane

back road.

As noted, our test vehicle, a GT Coupe, is at one end of the intended

buyer demographic, and the sedan is at the other. With a base price of

$16,399, and an as-tested price of $19,571, the Grand Am has been afflicted

with a mild case of window sticker creep. Much better was the SE sedan,

moderately equipped, at $17,419. Neither figure is low, but the SE represents

a much more versatile choice for most buyers.