Pontiac Aztek reviews

2001 Pontiac Aztek Driving Impressions

We drove a front-wheel-drive Aztek GT around Lake Tahoe, around California's snow-covered Sierras, and across the high deserts of Nevada to test its spirit, sample the ride quality and experience the built-in comforts. What we found was a sturdy machine that charged up mountain grades and handled twisty curve sets with sure-footed confidence while also maneuvering easily through traffic on urban streets in Carson City and zipping along in a stable state on freeways through Reno.

Power flows readily from the 3.4-liter V6 engine, as translated through the automatic transaxle. It musters up to 185 horsepower and, despite its hefty weight of almost two tons, propels the Aztek to speed quickly, thanks to strong low-end torque. In thin air at higher elevations in the Sierras the transmission tended to jump between top gears as it struggled to find the ideal equation for mastering steep grades, but that should not be expected at more modest altitudes.

Our Aztek GT also packed an all-speed traction control system, which checks slippage from the front wheels during aggressive acceleration or on slippery pavement through computer-controlled interaction between brakes and powertrain. It's a handy safety tool for moving with confidence over wet or snow-coated roads, and it appears as part of the standard equipment with the GT package but is available on the base Aztek.

Both Aztek editions contain a number of active and passive safety systems that extend to frontal and side-impact airbags and brakes with four-wheel anti-lock controls. Standard issue brakes combine front discs with rear drums, but discs for all four wheels are offered as an option.

The vehicle's long wheelbase and wide wheel track create a broad stance that keeps it rooted to the road. With all engine torque directed to the front wheels it feels more like a conventional easy-to-drive sedan or minivan than a truck-based sport-utility wagon. Smooth but firm suspension settings add to the car-like ride quality, with independent struts up front and a rear twist beam axle.

When the optional all-wheel-drive version emerges late in the model-year, expect it to vary suspension elements with an independent short-and-long arm arrangement in the rear. The new all-wheel-drive system, dubbed Versatrak at GM, eliminates the usual center differential in favor of a compact clutch pack for each rear wheel. The intelligent system detects tire rotational differences between front and rear wheels during low-traction conditions, then directs power to either or both rear wheels momentarily before actual slippage occurs at the front wheels, all to maintain steady forward movement.