Ever have somebody try and set you up on a blind date? You know the drill. "You've just got to go out with her," you're told. "She's an interesting person; you'd really like her." But you ask, "What does she look like?" Then comes, "She's very talented." Warning flares go off in your head. "Great, but what does she look like?" you persist. Yet somehow, the reply is only the dreaded, "Well, she's got a wonderful personality!"
That's it. By now you should realize that stunning good looks aren't going to be part of this deal. In fact, your best hope might be something on the order of just plain-Jane, for the alternatives could be worse - anything from simply different, to quite outlandish, to downright ugly.
Well, that's the best way for us to describe for you the story behind the all-new Pontiac Aztek. First off, let's start by saying right up front that we think it's an interesting vehicle. But what does it look like, you ask? Well, it's also extremely versatile. Are warning flares going off in your head yet? So what is the styling like? Well, does the name "Edsel" mean anything to you?
No, we're not saying that the 2001 Aztek looks like the 1958 Edsel. Nor are we saying that the Aztek will wind up being a marketing fiasco like Ford's ill-fated launch of the Edsel, a name now synonymous with failure. But, like the Edsel, the Aztek is pushing the envelope in styling, offering buyers something they've never seen before. (Edsel ads touted styling so distinctive, you could spot it a block away. We think you could say the same about the Aztek.) And like the Edsel, the Aztek is debuting several innovative features and new convenience items in order to fit the perceived lifestyles of potential buyers.
For those of you too young to recall much about the Edsel, don't believe the myth that the car was doomed by ugly-duckling sheetmetal - especially that much-ballyhooed horse-collar grille. In fact, some educated collectors will tell you that the Edsel was actually quite stylish for its day - and could even be considered ahead of its time, given the styling of some '70s-era Pontiacs.
Rather, some of the more-savvy auto historians say the Edsel was a victim of bad timing, because it was launched amid a horrible economic recession with massive cutbacks and layoffs in the auto industry. Add in a few build-quality problems and design glitches, and the Edsel's fate was sealed. But that's another story for another time.
Unlike the Edsel, Pontiac's new Aztec is hitting the market during boom times. It's no secret that for the past few years, new cars and trucks have been selling at a record pace. And if the pre-production vehicles we sampled recently at the press launch are any indication, build quality shouldn't be much of an issue with the Aztek. But more on that later.
For now, you must understand that we generally applaud risk-taking in this industry. After all, you rarely hit a home run unless you swing for the fences. And coming from long-conservative General Motors, we think any kind of product risk is a move in the right direction. We're just not sure we'd have voted to put the Aztek concept into production when the General has others - such as Chevrolet's Nomad or the SSR - that would have truly excited us.
Nonetheless, GM gave the nod to some out-of-the-box thinkers over at its "We Build Excitement" division, and Pontiac got the green light to build the Aztek. You should know that for its part, Pontiac is making absolutely no apologies whatsoever for the "out-there" styling of the Aztek. In fact, their people claim to welcome the love-it-or-hate-it controversy it generates.
Like it? Great, they figure. Then you must get it. You're likely a forward-thinker who doesn't want to drive what everybody else is driving. Don't like it? That's fine, too, they surmise, because you're probably too old or out-of-touch to understand how cool it is. While that's a simplistic view, we refuse to underestimate the American public's penchant for bad taste. And it goes beyond today's niche music, Clinton jokes, the WWF, Jerry Springer, or body piercings and tattoos: Dealers still sell gold trim packages and padded vinyl tops these days, too, you know.
What makes the Aztek special is obvious: While its look may be polarizing, it is also edgy and aggressive. And yet it retains distinct Pontiac design themes. There's a prominent beak with a gaping, twin-port grille topped by ram-air-style hood gashes and cat's-eye headlamps. Pontiac's traditional ribbed lower body moldings abound -- strategically placed expanses of charcoal-gray thermoplastic cladding designed to ward off door dings and connect the front and rear fascias.
Aztek's radically angular C-pillar sweeps your eyes rearward, where a severely raked backlite and prominent step bumper frame high and wide clamshell-style tail- and liftgates. While the overall look may defy conventional description, any assumptions you might make in categorizing this vehicle as a sport-utility will further furrow your brow.
Despite telling us how Aztek measures up to some popular SUVs, Pontiac execs insist that Aztek isn't a sport-utility at all. Aimed at young on-roaders who are looking for the driving dynamics of a sports sedan, the functionality of a minivan and the ruggedness of an SUV all wrapped into one, Aztek is dubbed "the world's first SRV," or Sport Recreation Vehicle.
Sure, other automakers are calling their crossover offerings things like Sport Utility Truck, or Sport Activity Vehicle, and Sport Utility Wagon (The EPA classifies the Aztek as a special purpose vehicle.), but Pontiac sees Aztek as offering core product attributes that go beyond any mere ute. For one thing, Aztek claims better fuel economy (16/22 City/Highway for the AWD version), superior handling and maneuverability and easier ingress/egress than most compact SUVs. And it also boasts more power (185 horses), towing capacity (up to 3,500 pounds) and a roomier, more versatile interior than today's crop of mini-utes.
In fact, removing Aztek's easy-release rear seats (either a three-passenger flip/fold split bench or dual captain chairs) offers up 93.5 cubic feet of cargo space - more than the midsize Dodge Durango SUV. And if you drop the tailgate, you can carry four full sheets of three-quarter-inch thick plywood (or other building materials) on a flat load floor. For less-truckish jobs, you can get a reconfigurable cargo net system, or opt for a nifty roll-in/pull-out cargo tray system that can hold up to 400 pounds of gear while hiding some stuff in compartmentalized storage bins.
The tailgate has seat depressions and built-in cupholders for use during tailgate parties, and the rear hold also features power outlets and audio controls, with a 10-speaker Pioneer sound system available as an option. Uplevel models include an ingenious removable front console/cooler that can be used to store a purse or CDs while driving, or removed to keep a dozen 12-ounce cans of your favorite soda on ice wherever you go. There's even a pair of utility packs that fit in the front door trim panels for pull-and-go stowage of such essentials as cell phones, cameras, CD players or Game Boy units. Aztek is also the first GM vehicle to offer a six-disc, in-dash CD player, and a sunroof is available if your driving adventures require a skyward view.
Versatility aside, we needed a few double-takes, a laying-on of hands and several tugs and taps to believe the materials, fit and finish of the Aztek's interior. Designers who were on hand during the press preview explained that a variety of outdoor recreation gear was used to help them focus on the right look and feel for interior components. A combination of new designs and textures - such as door-grip material borrowed from the handle of a diving knife, or the well-laid-out instrument panel being patterned after scuba gear and a diver's watch - were employed to give the cockpit a sport-gear flavor.
We also admit to being impressed with the tactile feel of the plastic surfaces inside - which has never been one of GM's strong suits. A passenger grab handle molded into the dash felt rock-solid and secure, and the center console seemed sturdy enough to stand on. The seats were firm yet comfy, available in either a bold, sporty cloth or perforated leather and offering a commanding view of the road. Even the headliner appeared high-grade, as if it were borrowed from an expensive German car.
Mechanically, Aztek is derived from the unibody Montana minivan platform, but this one rides on a sizeable 108.3-inch wheelbase with a 63.8-inch rear track - that's a wider stance than the Durango, Ford's Explorer or Jeep's Grand Cherokee. Yet it touts car-like rack-and-pinion steering with a nimble 36.4-foot turning circle, low step-in height and optional traction control on FWD versions. Two models are offered, Aztek and Aztek GT, each in either front-wheel-drive or all-wheel-drive configurations.
Front-drive versions feature a front disc (10.8-inch) / rear drum (9.9-inch) brake combination, while the AWD models come with four-wheel discs, sporting big, 11.8-inch rotors up front and 11.5-inch units in the rear. (Because the brake components are so oversized, GM engineers say you can expect brake life to reach 100,000 miles.) ABS is standard, with four-channel ABS available with the optional auto-level ride-height control system. Suspension is a semi-independent (read MacPherson strut) front and twist-beam rear in FWD models, with an all-new short-and-long-arm (SLA) fully independent rear in AWD versions, both fitting into the same floorpan, so there is no packaging penalty for ordering all-wheel-drive.
We found Aztek's ride far more car-like than any SUV, yet more sporting than any minivan. Steering feels quick and responsive, and the vehicle seems lighter and smaller to drive than it really is. We plowed through a drenching downpour that later turned to heavy snow as we climbed into the higher elevations up around Squaw Valley, Calif. The front-drive model we were driving had the optional traction control system, so we didn't feel the need for AWD.
The all-wheel grip comes from GM's Versatrak technology, employing a compact drive module that automatically supplies torque to the wheels with the best traction. It can send power to the right or left side, with halfshafts replacing the locking rear differentials, so no more rear-diff clunking when you go around corners, like in four-wheel-drive systems. And it is packaged to incorporate a mini-spare to eliminate the need to carry around a full-size spare tire. (The ABS system can recognize the use of the mini-spare and will shut off AWD until the mini-spare is replaced with the road wheel.) Torque transfer is continuously variable between the front and rear, maxing out at a 70-percent ratio for any one axle.
Open the hood, and you'll find the pushrod 3400 V6 rides low and well back in the saddle. The 3.4-liter's 185 horsepower is more than a standard Explorer or the Nissan Xterra, with its 210 foot-pounds of torque being fed through GM's trusty 4T65E four-speed electronically controlled automatic transmission. We found the V6 on the noisy side and somewhat sluggish, but some of that may have been due to high-altitude driving in and around the mountains outside Squaw Valley. We'll wait for some around-town seat time before we're ready to ask for more power.
While there is no "Low" range for true off-roading, the Versatrak system should provide all the inclement-weather grip most on-roaders could hope for. The front-drive model should suffice for most buyers, while delivering a better highway mileage rating than a four-cylinder Honda CRV. But then again, Aztek is all about being a player in an active urban lifestyle, not doubling as a backwoods tank. And you can personalize it further with special accessories to suit your needs.
The dealer-installed lifestyle accessory packages include a Biking Package (rooftop bike carrier and seat covers), a Hiking Package (custom backpacks that hook over the front seats) and even a Camping Package (complete with a custom-fit tent for the Aztek's rear hatch and tailgate, along with a fitted air-mattress bed). Each comes with a factory-backed guarantee.
The new Aztek SRV goes on sale this June. The base front-wheel-drive model, which includes air, power windows and locks and dual outside mirrors, carries an MSRP of $21,995, while the more fully-equipped GT starts at $24,995 - both including the $550 destination charge.
At first blush, it's easy to see Aztek's got great personality and wonderful versatility in an easy-to-live-with package. As far as looks go - well, we could always keep it in the garage. But truth be told, we'd rather wait to see its sister vehicles - namely the far prettier Buick Rendezvous and possible other siblings from Chevy, Saturn and Saab - before we decide which one we'd park out in our driveway.
That's it. By now you should realize that stunning good looks aren't going to be part of this deal. In fact, your best hope might be something on the order of just plain-Jane, for the alternatives could be worse - anything from simply different, to quite outlandish, to downright ugly.
Well, that's the best way for us to describe for you the story behind the all-new Pontiac Aztek. First off, let's start by saying right up front that we think it's an interesting vehicle. But what does it look like, you ask? Well, it's also extremely versatile. Are warning flares going off in your head yet? So what is the styling like? Well, does the name "Edsel" mean anything to you?
No, we're not saying that the 2001 Aztek looks like the 1958 Edsel. Nor are we saying that the Aztek will wind up being a marketing fiasco like Ford's ill-fated launch of the Edsel, a name now synonymous with failure. But, like the Edsel, the Aztek is pushing the envelope in styling, offering buyers something they've never seen before. (Edsel ads touted styling so distinctive, you could spot it a block away. We think you could say the same about the Aztek.) And like the Edsel, the Aztek is debuting several innovative features and new convenience items in order to fit the perceived lifestyles of potential buyers.
For those of you too young to recall much about the Edsel, don't believe the myth that the car was doomed by ugly-duckling sheetmetal - especially that much-ballyhooed horse-collar grille. In fact, some educated collectors will tell you that the Edsel was actually quite stylish for its day - and could even be considered ahead of its time, given the styling of some '70s-era Pontiacs.
Rather, some of the more-savvy auto historians say the Edsel was a victim of bad timing, because it was launched amid a horrible economic recession with massive cutbacks and layoffs in the auto industry. Add in a few build-quality problems and design glitches, and the Edsel's fate was sealed. But that's another story for another time.
Unlike the Edsel, Pontiac's new Aztec is hitting the market during boom times. It's no secret that for the past few years, new cars and trucks have been selling at a record pace. And if the pre-production vehicles we sampled recently at the press launch are any indication, build quality shouldn't be much of an issue with the Aztek. But more on that later.
For now, you must understand that we generally applaud risk-taking in this industry. After all, you rarely hit a home run unless you swing for the fences. And coming from long-conservative General Motors, we think any kind of product risk is a move in the right direction. We're just not sure we'd have voted to put the Aztek concept into production when the General has others - such as Chevrolet's Nomad or the SSR - that would have truly excited us.
Nonetheless, GM gave the nod to some out-of-the-box thinkers over at its "We Build Excitement" division, and Pontiac got the green light to build the Aztek. You should know that for its part, Pontiac is making absolutely no apologies whatsoever for the "out-there" styling of the Aztek. In fact, their people claim to welcome the love-it-or-hate-it controversy it generates.
Like it? Great, they figure. Then you must get it. You're likely a forward-thinker who doesn't want to drive what everybody else is driving. Don't like it? That's fine, too, they surmise, because you're probably too old or out-of-touch to understand how cool it is. While that's a simplistic view, we refuse to underestimate the American public's penchant for bad taste. And it goes beyond today's niche music, Clinton jokes, the WWF, Jerry Springer, or body piercings and tattoos: Dealers still sell gold trim packages and padded vinyl tops these days, too, you know.
What makes the Aztek special is obvious: While its look may be polarizing, it is also edgy and aggressive. And yet it retains distinct Pontiac design themes. There's a prominent beak with a gaping, twin-port grille topped by ram-air-style hood gashes and cat's-eye headlamps. Pontiac's traditional ribbed lower body moldings abound -- strategically placed expanses of charcoal-gray thermoplastic cladding designed to ward off door dings and connect the front and rear fascias.
Aztek's radically angular C-pillar sweeps your eyes rearward, where a severely raked backlite and prominent step bumper frame high and wide clamshell-style tail- and liftgates. While the overall look may defy conventional description, any assumptions you might make in categorizing this vehicle as a sport-utility will further furrow your brow.
Despite telling us how Aztek measures up to some popular SUVs, Pontiac execs insist that Aztek isn't a sport-utility at all. Aimed at young on-roaders who are looking for the driving dynamics of a sports sedan, the functionality of a minivan and the ruggedness of an SUV all wrapped into one, Aztek is dubbed "the world's first SRV," or Sport Recreation Vehicle.
Sure, other automakers are calling their crossover offerings things like Sport Utility Truck, or Sport Activity Vehicle, and Sport Utility Wagon (The EPA classifies the Aztek as a special purpose vehicle.), but Pontiac sees Aztek as offering core product attributes that go beyond any mere ute. For one thing, Aztek claims better fuel economy (16/22 City/Highway for the AWD version), superior handling and maneuverability and easier ingress/egress than most compact SUVs. And it also boasts more power (185 horses), towing capacity (up to 3,500 pounds) and a roomier, more versatile interior than today's crop of mini-utes.
In fact, removing Aztek's easy-release rear seats (either a three-passenger flip/fold split bench or dual captain chairs) offers up 93.5 cubic feet of cargo space - more than the midsize Dodge Durango SUV. And if you drop the tailgate, you can carry four full sheets of three-quarter-inch thick plywood (or other building materials) on a flat load floor. For less-truckish jobs, you can get a reconfigurable cargo net system, or opt for a nifty roll-in/pull-out cargo tray system that can hold up to 400 pounds of gear while hiding some stuff in compartmentalized storage bins.
The tailgate has seat depressions and built-in cupholders for use during tailgate parties, and the rear hold also features power outlets and audio controls, with a 10-speaker Pioneer sound system available as an option. Uplevel models include an ingenious removable front console/cooler that can be used to store a purse or CDs while driving, or removed to keep a dozen 12-ounce cans of your favorite soda on ice wherever you go. There's even a pair of utility packs that fit in the front door trim panels for pull-and-go stowage of such essentials as cell phones, cameras, CD players or Game Boy units. Aztek is also the first GM vehicle to offer a six-disc, in-dash CD player, and a sunroof is available if your driving adventures require a skyward view.
Versatility aside, we needed a few double-takes, a laying-on of hands and several tugs and taps to believe the materials, fit and finish of the Aztek's interior. Designers who were on hand during the press preview explained that a variety of outdoor recreation gear was used to help them focus on the right look and feel for interior components. A combination of new designs and textures - such as door-grip material borrowed from the handle of a diving knife, or the well-laid-out instrument panel being patterned after scuba gear and a diver's watch - were employed to give the cockpit a sport-gear flavor.
We also admit to being impressed with the tactile feel of the plastic surfaces inside - which has never been one of GM's strong suits. A passenger grab handle molded into the dash felt rock-solid and secure, and the center console seemed sturdy enough to stand on. The seats were firm yet comfy, available in either a bold, sporty cloth or perforated leather and offering a commanding view of the road. Even the headliner appeared high-grade, as if it were borrowed from an expensive German car.
Mechanically, Aztek is derived from the unibody Montana minivan platform, but this one rides on a sizeable 108.3-inch wheelbase with a 63.8-inch rear track - that's a wider stance than the Durango, Ford's Explorer or Jeep's Grand Cherokee. Yet it touts car-like rack-and-pinion steering with a nimble 36.4-foot turning circle, low step-in height and optional traction control on FWD versions. Two models are offered, Aztek and Aztek GT, each in either front-wheel-drive or all-wheel-drive configurations.
Front-drive versions feature a front disc (10.8-inch) / rear drum (9.9-inch) brake combination, while the AWD models come with four-wheel discs, sporting big, 11.8-inch rotors up front and 11.5-inch units in the rear. (Because the brake components are so oversized, GM engineers say you can expect brake life to reach 100,000 miles.) ABS is standard, with four-channel ABS available with the optional auto-level ride-height control system. Suspension is a semi-independent (read MacPherson strut) front and twist-beam rear in FWD models, with an all-new short-and-long-arm (SLA) fully independent rear in AWD versions, both fitting into the same floorpan, so there is no packaging penalty for ordering all-wheel-drive.
We found Aztek's ride far more car-like than any SUV, yet more sporting than any minivan. Steering feels quick and responsive, and the vehicle seems lighter and smaller to drive than it really is. We plowed through a drenching downpour that later turned to heavy snow as we climbed into the higher elevations up around Squaw Valley, Calif. The front-drive model we were driving had the optional traction control system, so we didn't feel the need for AWD.
The all-wheel grip comes from GM's Versatrak technology, employing a compact drive module that automatically supplies torque to the wheels with the best traction. It can send power to the right or left side, with halfshafts replacing the locking rear differentials, so no more rear-diff clunking when you go around corners, like in four-wheel-drive systems. And it is packaged to incorporate a mini-spare to eliminate the need to carry around a full-size spare tire. (The ABS system can recognize the use of the mini-spare and will shut off AWD until the mini-spare is replaced with the road wheel.) Torque transfer is continuously variable between the front and rear, maxing out at a 70-percent ratio for any one axle.
Open the hood, and you'll find the pushrod 3400 V6 rides low and well back in the saddle. The 3.4-liter's 185 horsepower is more than a standard Explorer or the Nissan Xterra, with its 210 foot-pounds of torque being fed through GM's trusty 4T65E four-speed electronically controlled automatic transmission. We found the V6 on the noisy side and somewhat sluggish, but some of that may have been due to high-altitude driving in and around the mountains outside Squaw Valley. We'll wait for some around-town seat time before we're ready to ask for more power.
While there is no "Low" range for true off-roading, the Versatrak system should provide all the inclement-weather grip most on-roaders could hope for. The front-drive model should suffice for most buyers, while delivering a better highway mileage rating than a four-cylinder Honda CRV. But then again, Aztek is all about being a player in an active urban lifestyle, not doubling as a backwoods tank. And you can personalize it further with special accessories to suit your needs.
The dealer-installed lifestyle accessory packages include a Biking Package (rooftop bike carrier and seat covers), a Hiking Package (custom backpacks that hook over the front seats) and even a Camping Package (complete with a custom-fit tent for the Aztek's rear hatch and tailgate, along with a fitted air-mattress bed). Each comes with a factory-backed guarantee.
The new Aztek SRV goes on sale this June. The base front-wheel-drive model, which includes air, power windows and locks and dual outside mirrors, carries an MSRP of $21,995, while the more fully-equipped GT starts at $24,995 - both including the $550 destination charge.
At first blush, it's easy to see Aztek's got great personality and wonderful versatility in an easy-to-live-with package. As far as looks go - well, we could always keep it in the garage. But truth be told, we'd rather wait to see its sister vehicles - namely the far prettier Buick Rendezvous and possible other siblings from Chevy, Saturn and Saab - before we decide which one we'd park out in our driveway.
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