2007 Pontiac Solstice GXP
08/07/2007
Shahed Hussain
Pontiac hasn't had a 2-seater since the Fiero coupe ended production in 1988. The attractive Solstice convertible fills a hole in the lineup. Competition in this segment includes the long-running Mazda MX-5 Miata, Honda S2000, as well the Saturn Sky, which shares its platform with the Solstice. The Saturn is priced comparably, but offers different exterior styling from the Pontiac. The less powerful Miata is significantly less expensive than the Solstice GXP, and is actually priced closer to the base Solstice. Pontiac also includes the BMW Z4 in its sights, but since the base price of the Z4 3.0i is nearly $10K higher than the Solstice GXP, the BMW is clearly in a different class. Honda's S2000 is also priced closer to the Z4 than the Solstice GXP, which may preclude both convertibles from being considered as realistic alternatives to the Pontiac.
We tested a moderately optioned 2007 Solstice GXP (MSRP $26,515) equipped with air conditioning ($960), Onstar ($695), AM/FM/6-CD changer ($495), high performance Monsoon speaker audio upgrade ($395), rear spoiler ($295), XM Satellite radio ($199), and premium acoustic headliner ($150). The total including the $600 destination charge was $30,384. Note that the 2008 Solstice GXP lists for $27,895, but includes XM satellite radio, Onstar, and premium acoustic headliner standard, which reduces the actual price increase to $336, after accounting for the additional content.
Pontiac offers the base Solstice with a normally aspirated 177-bhp/166 lb.-ft. 2.4L inline-4, while the GXP gets a 260-bhp/260 lb.-ft. 2.0L turbo with variable valve timing and direct fuel injection. Both aluminum block/head engines are part of the GM Ecotec family, and use dual balance shafts to reduce engine vibration. Transmission choices include a standard Aisin 5-speed manual or an optional Hydramatic 5L40 5-speed automatic.
On startup, the 2.0L turbo suffers from noticeable idle boom, although it becomes somewhat less obtrusive once it warms up. Nonetheless, despite the balance shafts, the inline-4 transmits vibrations into the chassis throughout its rev range. Although the buzzy engine is initially annoying, we accepted it as part of the Solstice's somewhat unsophisticated character. The Ecotec turbo really shines on the highway, with nearly lag-free throttle response taking the Solstice to 100 MPH with ease. Low RPM torque is weak until the turbo comes on boost at about 2,500 RPM. The relatively tall 0.73:1 fifth gear ratio means that a quick downshift to 4th is often required to pass, as the higher engine RPM spools up the turbo faster. The standard 5-speed manual is slightly notchy, but the positive shifting characteristics ensure that missed gears and the ensuing embarrassment are unlikely. Moderate clutch effort and progressive engagement allow smooth getaways from a stoplight. Out on the highway, road and tire noise are most prominent, but no worse than other similar convertibles. Wind buffeting with the windows up is minimal around town, but becomes annoying at freeway speeds of 70-80 MPH.
Convertibles often suffer from cowl shake and imprecise handling. Fortunately, the Solstice GXP is endowed with a remarkably stiff chassis that allowed Pontiac engineers to keep relatively firm spring and damper settings. Suspension is all-independent with short/long arm links at each corner. Front and rear stabilizer bars keep body roll in check. The GXP gets larger stabilizer bars (33.3 mm diameter/25.4 mm diameter, F/R) than the base Solstice (27.2 mm diameter/24.2 mm diameter, F/R). Weight distribution is a commendable 50/50 (F/R). With its gummy 245/45R18 Goodyear Eagle F1 tires, the Solstice GXP corners flat, with minimal understeer and reassuring stability that encourages the driver to push harder. Bumpy roads are another story, as the Solstice pitches and skates over pavement ripples and potholes. Steering effort seems artificially heavy, and little road feedback emerges through the fat leather-wrapped wheel. Despite the numb steering feel, the Solstice tracks with exemplary precision.
The standard Stabilitrak® stability control (which includes ABS) has a "competitive" mode for more aggressive driving, or it can be turned off via a dash button if desired. The dot matrix driver information display confirms the Stabilitrak system status. Fortunately, GM tuned the electronics not to interfere in normal driving, as we rarely invoked the stability control during our testing. A standard limited-slip differential keeps wheelspin under control. Both Solstice models are equipped with 4-wheel disc brakes: 11.7" diameter (front)/10.9" diameter (rear). Pedal feel is superb, with progressive action that slows the Solstice GXP with ease regardless of speed.
While the Solstice is blast to drive, the interior design and execution suffer from a few deficiencies. Most interior plastics are hard touch with acceptable build quality, but a notable exception is the interior door handle, which has no surrounding trim panel to hide the raw unfinished door panel cutout. The instrument panel encloses a 160-MPH tachometer and 8,000 RPM speedometer in separate chrome-rimmed pod, with a smaller fuel gauge above. Missing is a coolant temperature gauge; the Solstice makes do with a warning light instead. The Solstice also lacks a turbo boost gauge. For a sports car, the minimal instrumentation is rather surprising.
The grey cloth upholstered seats are comfortable and supportive enough to keep the driver in place around tight curves, but don't offer much adjustability: fore/aft and rake only. The fat leather-wrapped steering wheel includes audio and cruise controls on the silver-painted spokes. A stubby chrome-tipped gear lever for the 5-speed manual is within easy reach for quick shifts. Power window switches on the driver's door are set too far back on the armrest, and require a curled wrist to operate. Between the seats are retractable dual cupholders and a small compartment to store CDs. To reach the cupholders requires the driver or passenger to reach behind to retrieve their drink without spilling its contents. A more accessible cupholder slides out of the passenger side of the center console, but its location intrudes into the footwell. The optional 6-CD/MP3-capable Monsoon audio system has clean bass and clear treble powerful enough for top down cruising. An auxiliary input jack allows external MP3 players to be used with the audio system.
The Solstice conceals the folding fabric top under the large trunk lid. The top, which is lined with a high quality acoustic headliner, damps out wind and tire noise effectively. With the top retracted, luggage space is minimal; small grocery bags or a couple of golf clubs are all that will fit. To raise the top requires unlatching the trunk lid via a push button in the glove box, getting out of the car to raise the top, getting back in the car to fit the align the pins on the top to corresponding holes in the windshield header, and then twisting a latch lever to lock the top. We found the alignment pins on the fabric top did not align readily to the windshield header holes. Also, the trunk lid needs a firm slam to latch properly. In ideal circumstances, the whole operation takes about 15 seconds. Rear vision with the top raised is limited, but no worse than other similar convertibles. The exterior mirrors, as on most sports cars, are too small to be really useful; a quick look over the shoulder is recommended when changing lanes.
The Solstice GXP is a study in contrasts. This curvaceous convertible is plenty fast, handles with remarkable precision, and even has reasonable fuel economy (EPA 22/31 MPG, City/Highway). Yet its ergonomics shortcomings and minimal cargo accommodations conspire to make the Solstice viable only as a 2nd or 3rd vehicle for most potential customers. Ultimately, the Solstice GXP is a car that is just shy of greatness. If Pontiac would address its ergonomic flaws and lack of luggage capacity, this convertible could be a viable alternative to the Mazda Miata.
