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Car and Driver clocked 0-60 in 7.8 seconds, which beat Chrysler’s Euro-inspired 300M, and judged the ride/handling compromise about right for a sporty big domestic. If overdone in some respects, the 2000 was clearly a better Bonneville. C/D complained, “seemed to have an obsession with gray plastic buttons and knobs — from the driver’s seat, we counted 70 of them.” For passengers, though, the interior was a spacious, comfortable, pleasant place to be. The dashboard was something else.
Though Grand Am and Grand Prix remained Pontiac’s top sellers in the ’90s, Sunbird contributed important volume, attracting more than 100,000 orders each model year through the end of the original J-car design in 1994. It was looking quite tired by then, but steady updating helped maintain its appeal. The V-6 was standard for the GT coupe, optional otherwise. The ’91s, for example, replaced the gruff, growly turbo-four with the corporate 3.1 V-6, whose modest 140 horses seemed quite lively in this light subcompact.
The 1989 tally was an impressive 801,600, nearly 300,000 better than a recovering Buick. Unlike Buick and Olds, big cars were never significant to Pontiac sales in the ’80s. In fact, the division’s 1982 lineup had no traditional full-size cars at all. The amazing part of Pontiac’s resurgence is that it was managed mainly with compacts, intermediates, and the Firebird. Catalina and Bonneville had been redesigned for 1977 as part of GM’s first-wave downsizing program, but didn’t sell as well as their B-body cousins at Buick, Olds, and Chevy. Believing buyers were ready to forsake even these smaller biggies in another fuel crunch, Pontiac canceled the line after ’81 and substituted a restyled LeMans sedan and wagon called Bonneville Model G (the letter denoting a redesignated A-body platform).
