So I'm cruising down Sunset with my posse in the Pontiac Sunfire with no particular place to go, feelin' jive cuz we're young, we just visited the ATM, we've got a tank full of gas. The world is our oyster. I turn up the groove on the system, and Barry is wailing, "When will our eyes meet...when can I touch you...when will this strong yearning end..." Yes, for all you culturally deprived out there, that's Mr. Barry Manilow. Sounds OK. Just OK. However, my friend, who is an audiophile, starts complaining that Barry sounds "all washed up...the highs are not crystal clear, the midrange is muddy and the bottom lacks thump," problems compounded by the fact that the door tweeter is completely blocked by the driver's left knee when it rests on the dead pedal. Not cool. (I know, I know, a connoisseur of Manilow acting as arbiter of what's cool? Hey, shut up, Barry is one happenin' fella. He writes the songs that make the whole world sing.) What's the big deal?
It just so happens to be that the Monsoon premium audio system is the one of the main selling points of the Sunfire. Comments like "It will create a rainbow of excitement for car and music lovers" comprise fully a third of the press kit. When the restyled Sunfire was introduced at the 1999 New York Auto Show, the marketing geniuses stated that the car is aimed at Generation X-ers looking for cheap, sporty cars. I take umbrage at that. First of all, my shiftless, angst-ridden, Nirvana-despondent, grunge-wearing, MTV-addled ass would be pretty doggone hard up to buy a car solely for its sound system, especially when it's so easy to have a stereo of my choice installed in the car. Secondly, if you're going to market the hell out of this radio, then make it a good one, for cryin' out loud! For all the hoopla, Barry should JAM. He doesn't.
Not living up to the silly hype manufactured by misguided PR pundits seem to be the leitmotif of the Pontiac Sunfire. Our GT Coupe came with a 2.4-liter, twin-cam, 16-valve four-cylinder engine that produces 150 horsepower at 5,600 rpm, and 155 foot-pounds of torque at 4,400 rpm. While it does earn its GT (Grand Touring) badge, it does so marginally and with much petulance. Our test model was a lot thirstier than stated on the sticker - we averaged 17 mpg rather than the 23 and 33 listed for city and highway driving, respectively. The Sunfire doth protest too much when you try to drive it hard. Although the powertrain is up to the task, and allows the car to hit speeds that you want it to, the thing emits a most obtrusive, high-pitched whine, even at low revs. Add to that significant wind and road noise. The 16-inch Goodyear Eagle RSA tires screeched like a banshee in a parking lot, but the squalling was less noticeable on smooth pavement, perhaps masked by the obstreperous engine. It can be deceptively fast, and if you can overcome the ruckus, the cruise control will respond quickly and hold whatever speed you've attained, although a possible electronic interface problem caused it to fluctuate slightly.
But it is a reluctant player; it does not beg you to have fun with it. When you do, you feel like getting out the tools for an emergency tracheotomy. Pushed to its capacity, the economy car foundation overrides its sports car image. The brakes, standard ABS actuated through a front disc/rear drum setup, are effective, but the amount of travel is almost nil for a pedal that is placed way too high - one editor commented that it might be hazardous for anyone under 5 feet 11 inches to modulate. Similar story for the clutch pedal - the clutch engages way to close to the top of the pedal travel, almost where the clutch stops moving, thus, the engagement zone is too narrow; it is difficult to shift gracefully in the lower gears. The steering is numb, with little to no road feel. The suspension is tight enough to give a sporty feeling but the shocks need to do a better job absorbing undulations and body roll; it is more painful than pleasurable to drive on a curvy road. The drive does not inspire feelings of safety or well being, and the lousy crash scores it received further erode driver confidence.
Pain is also the word used to describe seat comfort. The previously stated problem of the very high clutch and brake pedals, which cause both knees to become intimately acquainted with the bottom of the steering wheel, is exacerbated by the position of the nonadjustable high seat. Although one editor liked the placement for affording the driver a commanding view (he was also able to get comfortable in the seat, a lone minority), another complained that it caused his head to rub against the ceiling (thanks for the grease stain). The driver's lumbar adjustment is so stiff that it's painful to twist, and the result of your efforts is so subtle that you needn't bother. Every one of our passengers found the word "comfort" to be contentious when describing their ride, especially my friend in the backseat who beaned herself in the noggin three times on the protruding coat hanger (OK, she's not the sharpest knife in the drawer but she's a lovely girl).
The exterior of the Sunfire was one of the most aesthetically displeasing things I've seen in a long time. Ours was swathed in one of two new colors for the year, Spruce Green (the other is Ultra Silver Metallic). For all intents and purposes, it's a hue with an oleaginous yellow tinge that could better be described as Diarrhea Green. The 2000 model touts redesigned rear and front fascias, and aero side panels that I daresay were the work of an aspiring plastic surgeon who requested his degree from the back page of Esquire last week. The trademark double grilles in the front resemble nostrils, the headlights look like sleepy eyes, the derriere sits high up in the air; the whole package is oddly reminiscent of a hedgehog. Hmmm, a somnolent, diarrhea green hedgehog with a botched liposuction job - not really the image that I would want to portray. It just reeks of that unpleasant aroma of "I'm-trying-way-too-hard-to-look-cool-and-failing-miserably."
Interior materials are a vast improvement from previous editions with a soothing matte beige faux leather, however, the texture and shades varied widely from dash to lower dash to glove box to...well, you get the picture. Build quality is typical GM, with cavernous, asymmetrical gaps between the dash and radio and numerous exposed screw heads. There is a nice tactile feel to the turn stalk and the knob on the radio was appreciated over a push-button, but they cannot override the clumsy placement of the cupholder (anything taller than a grande latte will block climate and stereo controls). The trunk capacity may be 12.4 cubic feet, but you've got to get your stuff through the Liliputian opening first. Neither a fun nor easy task. No shutoff switch on the vents ensures a lovely ride near the manure plant, and although visibility is not an issue, the reflection of the dash on the windshield and back speaker grilles in the rear window are quite bothersome. The ignition key release required more jiggling than an episode of "Charlie's Angels" to get it out of the ignition.
Surely, styling, by definition, is subjective. The hedgehog looks of the 2000 Pontiac Sunfire may be just the thing to float your boat. However, Pontiac seems to sell the Sunfire solely on the laurels of its image, styling, and audio system. They need to be called upon the fact that not only are these unmeritorious, the whole car is sub-par when it goes up against the competitors in this class - the Honda Civic Si, Ford Focus ZX3, and Mitsubishi Eclipse GS. If they intend to monger off these cars to us unsuspecting Generation Xers, they oughta know that we are, historically and sociologically, the most discerning and informed group of consumers, and we know how to shop around for a better deal. $18,000+ ain't just loose change in the couch.
It just so happens to be that the Monsoon premium audio system is the one of the main selling points of the Sunfire. Comments like "It will create a rainbow of excitement for car and music lovers" comprise fully a third of the press kit. When the restyled Sunfire was introduced at the 1999 New York Auto Show, the marketing geniuses stated that the car is aimed at Generation X-ers looking for cheap, sporty cars. I take umbrage at that. First of all, my shiftless, angst-ridden, Nirvana-despondent, grunge-wearing, MTV-addled ass would be pretty doggone hard up to buy a car solely for its sound system, especially when it's so easy to have a stereo of my choice installed in the car. Secondly, if you're going to market the hell out of this radio, then make it a good one, for cryin' out loud! For all the hoopla, Barry should JAM. He doesn't.
Not living up to the silly hype manufactured by misguided PR pundits seem to be the leitmotif of the Pontiac Sunfire. Our GT Coupe came with a 2.4-liter, twin-cam, 16-valve four-cylinder engine that produces 150 horsepower at 5,600 rpm, and 155 foot-pounds of torque at 4,400 rpm. While it does earn its GT (Grand Touring) badge, it does so marginally and with much petulance. Our test model was a lot thirstier than stated on the sticker - we averaged 17 mpg rather than the 23 and 33 listed for city and highway driving, respectively. The Sunfire doth protest too much when you try to drive it hard. Although the powertrain is up to the task, and allows the car to hit speeds that you want it to, the thing emits a most obtrusive, high-pitched whine, even at low revs. Add to that significant wind and road noise. The 16-inch Goodyear Eagle RSA tires screeched like a banshee in a parking lot, but the squalling was less noticeable on smooth pavement, perhaps masked by the obstreperous engine. It can be deceptively fast, and if you can overcome the ruckus, the cruise control will respond quickly and hold whatever speed you've attained, although a possible electronic interface problem caused it to fluctuate slightly.
But it is a reluctant player; it does not beg you to have fun with it. When you do, you feel like getting out the tools for an emergency tracheotomy. Pushed to its capacity, the economy car foundation overrides its sports car image. The brakes, standard ABS actuated through a front disc/rear drum setup, are effective, but the amount of travel is almost nil for a pedal that is placed way too high - one editor commented that it might be hazardous for anyone under 5 feet 11 inches to modulate. Similar story for the clutch pedal - the clutch engages way to close to the top of the pedal travel, almost where the clutch stops moving, thus, the engagement zone is too narrow; it is difficult to shift gracefully in the lower gears. The steering is numb, with little to no road feel. The suspension is tight enough to give a sporty feeling but the shocks need to do a better job absorbing undulations and body roll; it is more painful than pleasurable to drive on a curvy road. The drive does not inspire feelings of safety or well being, and the lousy crash scores it received further erode driver confidence.
Pain is also the word used to describe seat comfort. The previously stated problem of the very high clutch and brake pedals, which cause both knees to become intimately acquainted with the bottom of the steering wheel, is exacerbated by the position of the nonadjustable high seat. Although one editor liked the placement for affording the driver a commanding view (he was also able to get comfortable in the seat, a lone minority), another complained that it caused his head to rub against the ceiling (thanks for the grease stain). The driver's lumbar adjustment is so stiff that it's painful to twist, and the result of your efforts is so subtle that you needn't bother. Every one of our passengers found the word "comfort" to be contentious when describing their ride, especially my friend in the backseat who beaned herself in the noggin three times on the protruding coat hanger (OK, she's not the sharpest knife in the drawer but she's a lovely girl).
The exterior of the Sunfire was one of the most aesthetically displeasing things I've seen in a long time. Ours was swathed in one of two new colors for the year, Spruce Green (the other is Ultra Silver Metallic). For all intents and purposes, it's a hue with an oleaginous yellow tinge that could better be described as Diarrhea Green. The 2000 model touts redesigned rear and front fascias, and aero side panels that I daresay were the work of an aspiring plastic surgeon who requested his degree from the back page of Esquire last week. The trademark double grilles in the front resemble nostrils, the headlights look like sleepy eyes, the derriere sits high up in the air; the whole package is oddly reminiscent of a hedgehog. Hmmm, a somnolent, diarrhea green hedgehog with a botched liposuction job - not really the image that I would want to portray. It just reeks of that unpleasant aroma of "I'm-trying-way-too-hard-to-look-cool-and-failing-miserably."
Interior materials are a vast improvement from previous editions with a soothing matte beige faux leather, however, the texture and shades varied widely from dash to lower dash to glove box to...well, you get the picture. Build quality is typical GM, with cavernous, asymmetrical gaps between the dash and radio and numerous exposed screw heads. There is a nice tactile feel to the turn stalk and the knob on the radio was appreciated over a push-button, but they cannot override the clumsy placement of the cupholder (anything taller than a grande latte will block climate and stereo controls). The trunk capacity may be 12.4 cubic feet, but you've got to get your stuff through the Liliputian opening first. Neither a fun nor easy task. No shutoff switch on the vents ensures a lovely ride near the manure plant, and although visibility is not an issue, the reflection of the dash on the windshield and back speaker grilles in the rear window are quite bothersome. The ignition key release required more jiggling than an episode of "Charlie's Angels" to get it out of the ignition.
Surely, styling, by definition, is subjective. The hedgehog looks of the 2000 Pontiac Sunfire may be just the thing to float your boat. However, Pontiac seems to sell the Sunfire solely on the laurels of its image, styling, and audio system. They need to be called upon the fact that not only are these unmeritorious, the whole car is sub-par when it goes up against the competitors in this class - the Honda Civic Si, Ford Focus ZX3, and Mitsubishi Eclipse GS. If they intend to monger off these cars to us unsuspecting Generation Xers, they oughta know that we are, historically and sociologically, the most discerning and informed group of consumers, and we know how to shop around for a better deal. $18,000+ ain't just loose change in the couch.
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