Pontiac paid particular attention to redesigning the interior last year.
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.
Fire up the 3.1-liter V6 and you're impressed by what you don't hear.
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.