IndyStar.com's view

It would appear that Pontiac Motor Division is a firm believer in coming to the party early.

While 1998 barely has gotten underway, Pontiac already has unveiled its 1999 Grand Am for public viewing.

Displayed at the recent North American International Auto Show at Detroit, MI., and currently on display in the Chicago Auto Show (McCormack Place, today through Feb. 15, the all-new ’99 is a bold car designed to make a bold statement.

The new styling aside, this automobile an engineering whiz. But not so much that the car has struck out onto new technical ground.

The upgrading is a fresh approach, one that advances the 1999 Grand Am over its 1998 predecessor.

Offered in SE and GT sedan and coupe model form, the GT will be the first to arrive, but not right away.

Hot-to-trot sports oriented Grand Amers will have to wait until sometime this summer before they can get their hands on one.

The Grand AM long has been an advocate of “notice me” styling. It is carried even farther in the ’99 models, with the front end sporting cats-eye headlamps, a twin port grille, round driving lamps in the fascia, and a wide stance.

Likewise, the rear is as distinctive as the front, with integrated taillamp assemblies and round cornering lamps that assist drivers in avoiding obstacles when backing up.

Stylists have given both the sedan and coupe new proportions by increasing the wheelbase and front track while slightly reducing the overall length.

The wheelbase, at 106.7 inches, is 3.6 inches longer than the model it replaces. At 186.3 inches, the length is six-tenths of an inch shorter than the predecessor model.

The ’99 Grand Am follows the trend towards a wider front track for increased front-wheel drive stability. Along this line, the centerline distance between the front wheels has been increased 3.3 inches, while the overall width at the center of the car has been increased only 1.5 inches.

This gives a flush tire-to-body relationship that accentuates a lean shape.

The ’99 model has been designed as a driver’s car, especially with the placement of instruments and controls.

The instrument panels dual circular motif divides the speedometer and tachometer for a quick and easy read when going fast.

These two gauges dominate the panel layout, being directly in front of the driver so that you don’t have to conduct a search and discover exercise when leaning on the power.

Convenience is further enhanced by having the center instrument panel controls for the audio and climate angled towards the driver for easy access.

The Grand Am is a five-seater with the traditional 2/3 seating layout. The center console that divides the two front seats follows the conventional design of mating with an upright center panel pod that holds the stereo and temperature controls. There is nothing unexpected here, and first time drivers can just slide behind the wheel and go.

How fast you go depends upon a choice of engines.

There are two, a twin cam, 16-val ve four-cylinder and a V-6.

The dual overhead cam 4 is the more high tech of the two, by virtue of its four valves per cylinder. However, it’s also the smallest of the pair, a factor having a definite impact on power output.

The 4 displaces 2.4-liters (146-cubic inches) and produces 150-horsepower, a number that is right in line with the performance benchmark of 1-horsepower per cubic inch. Torque is 155 foot-pounds.

The engine still gives away 20-horsepower to the V-6 by virtue of the six’s size, 207-cubic inches.

The optional V-6 is General Motors’ 3400 Series (3.4-liters) push rod and rocker arm motor. It’s a well proven powerplant that is just about as smooth as a V-8.

Obviously, the greater 170-horsepower and 195 foot- pounds of torque is going to give quicker acceleration. Zero to 60 miles per hour for the 2.4 lies in the mid-8 seconds bracket. For the V-6, it’s in the upper 7 seconds.

The flip side of this is the twin cam 4 is going to offer a lot better f uel mileag e, 24 miles per gallon city/38 highway. The rating for the V-6 is 19/28.

To complete the powertrain package, the V-6 gets a new 4T45-E automatic four-speed transmission that has a 10 percent higher torque capacity. The four-cylinder uses GM’s 4T40-E four-speed transmission.

Prices will not be known until the cars appear on the market. However, anticipate that Pontiac will hold the entry level cost to under $15,000.