(this ain't) The pursuit of happiness

(this ain't) The pursuit of happiness

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Photos by -Autonet.ca
Lesley Wimbush
Published: 28 03 2008

If you asked me what I thought of the Pontiac G5, I’d probably draw a blank for a minute or two. Because to tell you the truth, for the most part, I didn’t think about it at all.

That’s not necessarily a bad thing.

For most people, the less time spent thinking about their vehicles – the better.

Hard to believe, but not everybody is an enthusiast or car fanatic. The majority just want trouble-free, economical transport, and if it happens to look good too, then that’s a bonus.

The G5, and its fraternal twin, the Cobalt, are the successors of the Sunbird/Cavalier duo. If they’re anything like their predecessors, reliability-wise, they’ll be around long after their owners have gotten sick of looking at them.

The G5 (or the auto formerly known as “Pursuit”) is basically a badge-engineered Cobalt, with a Pontiac grille, and squared-off taillights. Although it’s also available as a four-door sedan, my test consisted of two G5 two-door coupes - one base model and the other a fully loaded GT, driven back-to-back.

It’s an attractive car, tapered with hints of sportiness, but no head-turner. Finished in navy blue with 15” bolt-on wheel covers, the base G5 blends in perfectly with the thousands of other commuter cars on the highway. But the sportier GT, wearing screamin’ yellow and rolling on 17” alloys, rated occasional glances from the young import-driving tuner-boys in my community.

The interior is dark and rather plain, lightened up by brushed-metallic accents on the doors and centre console and faux carbon-fibre on the GT.

Materials used on the dash are nicely textured and gaps are tight. Two cup-holders up front have removable, washable liners. Climate and sound-system controls are simple and straightforward. Base models have manually adjusted mirrors and wind-down windows (when was the last time you saw those!), and the key fob is simply... a key.

GT models feature power package, StabiliTrak, sunroof, leather upholstery, XM Satellite radio and OnStar. Both models have a digital display with trip computer and information like outside temperature and fuel range.

The base G5’s seats are covered in pale cloth upholstery and you could bounce a quarter off them. There are times when hard is good – but this isn’t one of them (then again, perhaps it’s my rear end that could do with more padding).

The GT’s black leather seats were a little more forgiving, but still quite firm and redeemed themselves somewhat by being heated.

A lanky, six-foot friend of mine relegated to the back seat had ample opportunity to study the finely woven head-liner, since his head was continuously making contact with it. There’s not a lot of room back there for tall adults.

The tapered, rump-in-the-air stance and decklid spoiler somewhat compromise rear visibility.

Steering is on the numb side without a lot of feedback, and oddly - there was more play in the wheel of the base model G5. In both cars, I found myself doing a bit of wheel-shuffling on the on-ramps to maintain smooth curves. Although the wheel adjusted up and down, there was no telescoping option – a downside for long-legged drivers.

Under the base G5 hood, there’s a 2.2-litre inline four-cylinder Ecotec with 148 horsepower and 152 pound-feet of torque. The ride was quiet, with little road noise, but handling was soft and wafty, with body roll and gentle bobbing when changing directions. However, it gets up and goes when you ask it to and the four-speed automatic tranny shifts smoothly and quickly (most competitors come with a five-speed, which provides quicker acceleration and better fuel economy). As far as unobtrusive driving appliances go, it’s up to the task.

The GT’s firmer suspension, bigger engine and five-speed manual ramped up the fun a bit - although the shifter was on the rubbery side. But the clutch feel was good, four-wheel disc braking was excellent, and the larger engine (a 2.4-liter Ecotec with 173 hp and 163 lb.-ft. of torque) had a slightly more roary note to it (which tended to drone on long trips). Of the two – the GT provides a much more engaging driving experience. Quick to react – it has plenty of available power on tap.

The problem here is that this hotly contested segment, which is all about fun, has so many cars that do it better. When it comes to a joyful driving experience – the Honda Civic has the G5 GT beat hands down. The imprecise steering doesn’t come close to the intuitive helm of the Mazda6, heck, even its own stable-mate – the Saturn Astra is a tighter performer.

It’s not that there’s anything really wrong with the G5. But it needs to get more things right if it’s going to go head-to-head with these tough competitors.

Summary:

Year/Make/Model
2008 Pontiac G5
Price as tested
$18,750 (Base); $25,115 (GT)
Trim level
Base; GT
Price range
$15,595 - $22,815
Freight
$1,095
Options
Base - air conditioning ($1,150) and automatic transmission ($1,250)
EnerGuide fuel economy ratings
9.2 city; 6.4 hwy (base); 9.3 city; 6.2 hwy (GT)
Observed fuel economy
9.2 L/100 km (base); 10.5 (GT)
Warranty (basic)
3 years/60,000 km
Warranty (powertrain)
5 years/160,000 km
Competitors
Ford Focus, Honda Civic; Mazda3, Mitsubishi Lancer, Saturn Astra.

Strong Points

Weak Points

  • - Generous power from a proven engine
  • - solid brake feel
  • - responsive transmission.
  • - Numb, non-linear steering
  • - hard seating
  • - unremarkable handling.

Editors Rating:

Fuel consumption
not too thirsty at the pumps.
Value for price
Very reasonable base price
Styling
sporty lines, plain interior. A more evolved, refined version of the preceding Sunbird/Cavalier.
Comfort
unforgiving seats, not much room in back.
Performance
Not enough road feel or feedback to engage the serious driver.
overall
A decent car, with illusions of sportiness, but up against a field of vastly more talented competitors.

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