Cultivating The Middle

It is mid-September and Pontiac's all-new G6 midsize sedan is nestled in a field surrounded by towering cornstalks for a media event in Grass Lake, MI.

Like the importance of the fall harvest to farmers, the success of the G6 — which will add a coupe and convertible next year — is vital to Pontiac's survival. The truck-less brand withered for years as demand grew for pickups and SUVs, and it was left to sell products such the Aztek cross/utility vehicle — quite possibly the worst crop in the automotive field.

Basing the G6, which replaces the Grand Am, on GM's Epsilon front-drive architecture is the car's strength and weakness. Epsilon provides a smooth ride for the G6 — as it does for the Opel/Vauxhall Vectra, Saab 9-3 and Chevy Malibu/Malibu Maxx models. But it hardly is a distinctive experience, ill-matched with Pontiac's performance image.

The front suspension is a MacPherson strut design with aluminum control arms The rear suspension is comprised of a 4-link independent design that uses twin-tube shocks and a direct-stabilizer bar.

The ride is fine — for a family sedan — flat through corners during simple driving and a good balance between soft and stiff. But once you push the G6, it understeers heavily. Steering feel could be better connected to the road, but the 4-wheel disc brakes are fantastic.

Despite its uninspiring ride and handling, the long 112.3-in. (285.3-cm) wheelbase provides the G6 with a strong presence that accentuates its short overhangs, low roofline and provocatively raked windshield.

Pontiac rightfully is stripping away the ugly cladding for which it has become infamous. But the new design direction, so far, is borderline boring: witness the Grand Prix, GTO and G6.

In September, Pontiac resorted to a marketing gimmick by giving away 276 G6s during the season-opening episode of “The Oprah Winfrey Show.” Pontiac received tons of media coverage for the relatively low price of $7 million it cost to stage the stunt.

But how many guys — 50% of the G6's demographic — want to hit their buddy's driveway in the car Oprah gave away?

The G6 and G6 GT models are powered by GM's pushrod 200-hp 3.5L V-6. The powerplant is mated to a 4-speed automatic in the base G6 while the GT gets a “manu-matic,” which proves driving can be engaging without three pedals. The standard 200-hp number is OK on paper, but middling on the road, especially at low rpm. Revving higher, the engine becomes slightly uncouth.

The car's cabin is a colossal improvement over the predecessor Grand Am's interior and the rear seat is startlingly roomy, but detracting from that is limited headroom caused by the low-hanging roof.

Pricing starts at $21,300 for the G6 base model and $23,925 for the GT. Models that essentially are fully equipped are priced at roughly $26,000. That leaves the G6 to slug it out with tough competition such as the Honda Accord and Nissan Altima, without much of a price advantage.

The G6 is a vast upgrade over the Grand Am, but its best shot at shocking the segment — a retractable hardtop model expected to sell for less than $30,000 — won't hit the market until next fall. That could make for a much better harvest.

2005 Pontiac G6 GT

Vehicle type: Front-engine, front-wheel drive, 5-passenger 4-door sedan

Engine: 3.5L (3,471 cc) OHV V-6, iron block/aluminum heads

Power (SAE net): 200 hp @ 5,400 rpm

Torque: 220 lb.-ft. (298 Nm) @ 3,800 rpm

Compression ratio: 9.8:1

Bore × stroke (mm): 94 × 84

Transmission: 4-speed automatic

Wheelbase: 112.3 ins. (285 cm)

Overall length: 189 ins. (480 cm)

Overall width: 70.6 ins. (175 cm)

Overall height: 57 ins. (145 cm)

Curb weight: 3,428 lbs. (1,555 kg)

EPA fuel economy, city/highway (mpg): 20/30

Competition: Hyundai Sonata, Honda Accord, Nissan Altima, Toyota Camry