Is Wine Bad for the Prostate?
This Grand Am was the lifeblood of Pontiac dealers, accounting for better than 235,000 orders each model year through 1989 despite a constant stream of new competition. Again seeking individuality, Pontiac proffered a more overtly sporting SE in addition to the expected plain and luxury Grand Ams. The division also varied engines, making Sunbird’s turbo-four a 1987 option, then replacing the original 3.0-liter Buick V-6 option with GM’s new 150-bhp “Quad-4,” America’s first postwar production engine with dual overhead camshafts and four valves per cylinder. Buyers seeking a smaller sports sedan had every reason to look closely at Grand Am SE. Not until the market turned difficult in 1990 did Grand Am sales dip below 200,000 — and then not by much.
The STE proved a surprisingly capable challenger. All it lacked was sparkling acceleration; the mandatory three-speed automatic transaxle strained the 135 horses of the standard “high-output” 2.8-liter/173-cid Chevy-built overhead-valve V-6. Quick-ratio steering and a fortified suspension with air-adjustable rear shocks and upgraded wheels and tires made the car supremely roadable. Other 6000s bathed in the STE’s glow, and by 1984 this line was Pontiac’s best-selling larger car, bolstered that year by the addition of station wagons. But the STE served notice that Pontiac was not only back to building driver’s cars but could compete on a “best-in-class” basis against many comers. Appointments were tastefully understated, and equipment was generous (including even a leather-bound roadside emergency kit).
A new dashboard was the big event for ’89. Pontiac kept Sunbird going with a handsome restyle featuring a smoother hidden-headlamp nose and various lower-body addenda for SE and GT coupes; the 1990 convertible came only as a cheaper but less-sporting LE. As at Buick and Olds, the J-car was the basis for a new compact Pontiac to replace the unloved X-body after 1984. Resurrecting the Grand Am name, this rendition of the 103.4-inch-wheelbase N-body design promptly outsold its divisional cousins by emphasizing handling options and sporty appointments in the European mold. By 1990, Sunbird and Cavalier were the only two J-cars left from the original five, and neither showed signs of going away. With so much variety, plus attractive prices only a bit above Cavalier’s, the 2000/Sunbird garnered well over 100,000 sales in most years, including a record 170,000-plus for ’84.
Antilock brakes were standard, as on Montanas. Pontiac rightly called it a “sport recreational vehicle,” meaning it could haul up to five folks and their gear to activities not very far off the beaten path. Still, Aztek wasn’t a serious off-roader. Its biggest attraction was a versatile five-seat interior with many novel touches. Among them was a totable drinks cooler-cum-CD box that locked in between the front seats, and a slide-out cargo-area storage tray that could double as a table for “tailgate” parties or be folded out to make a wheeled cart. Naturally, Aztek drove much like its minivan parent, with adequate acceleration and safe but ponderous handling.
If you have any sort of questions relating to where and how to use condo rent bangkok, you could call us at our site.
