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Pontiac has been pushing itself as a performance brand for years while peddling not much more than plastic ribs and dual-nostril snouts pasted onto underwhelming Chevrolets. Woo hoo. The 400-hp, rear-wheel-drive GTO was a good start, but looked like everything else on the road all rolled into one large, formless blob. It foundered, died, and may or may not return, depending on whom you ask.
Then Pontiac rolled out the Solstice, a delightfully tossable little treat with oh-my-god good looks and performance to match. We started to pay attention to Pontiac. After all these years, is Pontiac going to try to capture our attention with product, rather than marketing? At the Chicago Auto Show this week, the Poncho crew is doing just that with the G8 GT.

A little extra show for Chicago, but still exciting in the showroom

The G8 GT Pontiac showed in Chicago is not, in fact, exactly what the G8 GT is going to look like when it hits showrooms early in 2008. This car is dolled up with a few SEMA-style tweaks that will not make it into production. For example, if you like the 20-inch wheels, tough nuggets. They won’t make the cut. Ditto for the ride height (production will be about a half-inch higher), the paint color, the hi-po brakes and painted calipers, and most tragically of all, the lovely two-tone leather interior. An available sport package will include alloy pedals and a leather-trimmed steering wheel and shifter, but the leather-wrapped dash is a show-car one-off. So sorry.

On the other hand, take a look at what will make it into production: a 6.0-liter V-8 delivering a 362-horsepower and 391 lb-ft whack to unwitting passengers; a choice between six-speed automatic or six-speed manual transmissions—the manual not available until shortly after launch—and prairie-fire smoke billowing off the rear tires. Some semblance of environmental responsibility will be maintained with cylinder deactivation in low-load situations. The V-8 will headline the G8 GT, while base G8s will get the General’s DOHC 3.6-liter V-6 making 261 hp and 250 lb-ft twisting a five-speed automatic. We figure the GT’s combo ought to be good for 0-to-60 runs in less than 5.5 seconds, with the quarter passing in the low 14s at right around 100 mph. Braking duties will be handled by 12.6-inch rotors clamped by two-piston calipers up front, with single-piston calipers in the rear pinching 12.8-inch rotors. Rotors on base G8s will be about an inch smaller at each end. ABS is standard on all models.

Prices for this rear drive Grand Prix replacement should start just under $25,000 for a base V-6 model, about $27,000 for a bare-bones GT, and into the mid-$30,000 region for a loaded GT.

Just as the cost-saving but soul-sapping front-drive architecture is gone, Pontiac is cutting no corners with the G8’s suspension, either. Each wheel of the G8 will be independently suspended, the front end riding on struts and the rear on a four-link setup, with anti-roll bars both front and rear. V-6 models will come with 18-inch wheels, while the GT gets 19s and stiffer suspension tuning. Actually, Pontiac shouldn’t get all the credit, or even much credit at all. Holden, GM’s Australian arm, designed and built both the platform the G8 is built on and the G8 itself. This is the first North American look at the platform formerly known as Zeta—now Global Rear-Wheel Drive—that will eventually underpin the production Camaro as well as the next-generation Impala and possibly a GTO replacement.

A full-size, rear-wheel-drive, V-8-powered sedan from an American company? Who’s thinking Chrysler 300/Dodge Charger? GM is. Both inside and out, the G8’s measurements are similar, if not a smidge bigger, to the DaimlerChrysler twins in all critical dimensions. The G8’s length (196.1 inches), width (74.8 inches), and height (57.7 inches) are all within an inch of the Chrysler 300’s measurements. On paper, the 300 has a slightly roomier back seat, but the G8’s 17.5-cubic-foot trunk trumps the DCX boys by more than a cube.

On paper it’s a good match-up, but does it have the looks to go after the segment’s pretty boys?
Dimensionally, the G8 is locked onto the Chrysler and the Dodge, but stylistically it takes a much different approach. Whereas the DCX cars are characterized by high waistlines, tight greenhouses, and bold faces, the G8 gets the more conservative styling of the Holden Commodore sedan upon which it is based. There are no muscular fender bulges, just a flared stamping around the wheel well. An upright greenhouse doesn’t look as menacing as the 300’s broad shoulders, but will provide excellent visibility lacking in the Chrysler and is actually lower by a fraction of an inch.

The most exciting aspect of the G8’s styling is its divisive front end, which endows the otherwise characterless nose of the Commodore with a trio of split intakes stacked atop one another and bisected by a common tapered line. It is distinctively Pontiac, but not particularly attractive. More than one staffer here has drawn a comparison to the Dodge Caliber, particularly in SRT4 guise. Even so, this appears to be another competitive performance machine from Pontiac, and the company’s most exciting sedan in decades. We’ll just have to wait and see what the Poncho will do about those SRT8 cars.

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G6 GXP Street edition models are easily identified by their new front fascia, which features new fog lamps and braided polished stainless steel upper and outboard lower grille inserts with chrome surrounds on the upper grille sections leading to a revised hood with scoops. New body side rocker moldings lead to a redesigned rear fascia with two exhaust openings. Chrome, dual-wall tips exit through the openings. A rear spoiler also is part of the GXP package, but is specific to either the coupe or sedan; the coupe model receives a larger, more aggressive “hammerhead” spoiler. GXP-specific 18-inch wheels are also standard in the Street edition package.

All G6 GXP models are powered by GM Powertrain’s 3.6L V-6 with variable valve timing. It is rated at 252 horsepower (188 kW) at 6300 rpm and 251 lb.-ft. of torque (341 Nm) at 3200 rpm. The engine is a state-of-the-art, DOHC powerplant that uses full four-cam phasing, rapid date processing and torque-based engine management to optimize power, economy and emissions performance.

The 3.6-liter V-6 VVT engine is mated to a new Hydra-Matic 6T70 electronically controlled six-speed automatic transmission. It is an advanced transmission with state-of-the-art clutch-to-clutch shift operation, designed for high-performance front-wheel drive applications. Clutch-to-clutch operation allows for reduced complexity and compact packaging. The six-speed automatic improves vehicle performance up to 8 percent and increases fuel economy up to 4 percent over current front-wheel-drive four-speed automatics.

G6 GXP models have sporty, driver-oriented interiors with refined controls and instrument layouts. Standard features include highly bolstered, body-hugging seats, tilt/telescopic steering wheel, racing-style gauges with true-red LED instrument backlighting, automatic climate control, power windows, power door locks, power mirrors, AM/FM/CD player, variable intermittent wipers, tachometer and theft-deterrent system. Available items include power adjustable pedals, six-way power seats, heated seats, leather seating surfaces, in-dash six-CD changers and remote vehicle start. GXP-specific leather-appointed seating with two-tone inserts is available.

On the road, the G6 GXP coupe and sedan deliver the type of responsive ride and handling characteristics expected from Pontiac’s performance series. They are equipped with GXP-specific sport-tuned suspensions, as well as GM’s StabiliTrak electronic stability control system as standard equipment.
The front suspension uses a MacPherson strut design, with aluminum lower control arms and a direct-acting stabilizer bar. Suspension components mount to a U-shaped hydroformed chassis cradle. Rubber mounts isolate the body from the chassis cradle to minimize noise, vibration and harshness. At the rear, a four-link independent suspension design uses twin-tube shock absorbers and another direct acting stabilizer bar, all intended to minimize body roll during cornering. High-performance braking is an integral part of the G6’s sporty nature. Large, heavy-duty four-wheel disc brakes provide excellent stopping power and great fade resistance. Front discs are vented and the rears are solid. Four-channel ABS is standard.

Base G6 GXP models receive standard 18-inch aluminum alloy painted flangeless five-spoke wheels, while those opting for the Street edition will receive a unique 18-inch wheel. Black chrome-finished 18-inch aluminum wheels are also available.

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The Pontiac G8 GT — which began life as a Holden Commodore Down Under — wears sheet metal that is simple and straightforward, but stylish nonetheless. Its look is like that of the last-generation Acura TL, but jacked up on steroids. Head on, the split upper and lower grille sections, dual hood vents and bulging front fender flares make for a mean, muscular stance. These same elements, along with the aggressively forward-sloping beltline, definitely give the car a “fast” look.

And fast it is: At the test track, we posted a rapid 0–60-mph time of 5 seconds flat and blew past the quarter-mile mark in only 13.5 sec., numbers on a par with the V-10-powered, and more than twice as expensive, Audi S6.

The 6.0-liter small-block V-8 engine responsible for the thunderous pace of this striking Adelaide, Australia-made 4-door not only makes an energetic 361 bhp but a hearty 385 lb.-ft. of torque. And while some reviewers may knock points off the GT G8’s powerplant for opting to use old-school tech in the form of pushrods instead of overhead cams, we welcome the tarmac-biting torque that this arrangement brings: We recently chose another General Motors-derived means of motion — the Chevrolet Corvette’s LS3 power unit — as our favorite V-8 engine.

Through the use of GM’s Active Fuel Management (AFM) — aka cylinder deactivation — the powerful V-8 engine and automatic transmission garner respectable EPA figures of 15 mpg city/24 highway, not far off the 256-bhp, V-6-equipped G8’s 17/25 rating. Additionally, this system functions seamlessly; we never could tell when it was in V-4 mode.

The rear-wheel-drive car’s weight distribution is an almost perfectly balanced 50/50 front/rear (our measurements, on a full tank, yielded 52/48), the result of tucking the engine down low and toward the back section of the engine cradle, mounting the battery in the trunk and placing the steering rack farther forward than normal, ahead of the front axle centerline. Pontiac says this last attribute helps give the G8 GT’s steering a more direct feel; as a driver, I did get good feedback at all times from the front wheels.

In normal or even fairly spirited driving, once again we had nothing but positive comments about the way the G8 GT’s chassis performed, especially its silky, smooth ride with just the right touch of firmness. “The suspension is set up for an excellent balance of on-road comfort, smooth enough for pleasant daily driving yet firm enough for good grip in fast cornering,” said Bryant.

But while a solid handler up to around the 7/10ths mark, our experience during more aggressive track testing like the slalom and the skidpad tells a different tale. While the suspension eats up the relatively light loading on city streets and freeway onramps, harder loading gives all four corners compliance indigestion. The slalom and skidpad numbers are respectable at 64.3 mph and 0.85g, but they are not as good as we expected. Plus, we had to work the car pretty hard in these exercises to achieve these numbers.

Another limiting factor may well have been our track test car’s 18-in. wheels, but more about that later.

On the accessory front, both the V-6-powered G8 and the higher-performance GT model come with a long list of standard features including power-adjustable front seats, OnStar and XM satellite radio, front and rear roof-rail side airbags, a clean-looking rear lip spoiler atop the trunk, stylish 18-in. alloy wheels, along with electronic traction and stability control. A limited-slip differential is also standard on the GT model, along with dual-zone climate control and polished stainless-steel quad-exhaust outlets.

Beyond good looks and powertrain potency, another pleasant surprise with this Pontiac is the G8’s interior. The design is smart but clean, with upscale plastics (the dash top and upper door panel sections are of a nice rubberized-to-the-touch “graphic” material, with many other surfaces of a BMW-like “pebbled” texture). A sweet-sounding 11-speaker, 230-watt Blaupunkt AM/FM/CD player sound system with MP3 auxiliary jack comes standard. And the front seats are very comfortable and supportive and feature good side bolstering — not too snug but you definitely know it’s there.

The G8’s excellent packaging offers generous rear passenger space; occupants are treated to ample leg and knee room along with excellent head room and wide shoulder space. There’s a center fold-down armrest for those in back or they can fold down the large trunk pass-through section for even more elbow-resting space. And speaking of the trunk, it is quite large at 17.5 cu. ft., greater than the storage volume of the popular Dodge Charger yet in a car 14 in. shorter than the Mopar model.

Engineering Editor Dennis Simanaitis offered an interesting perspective after driving the G8 GT fresh from his participation in our high-performance V-8 luxury sports-sedan test elsewhere in this issue. “While those luxury sports sedans were generally more upmarket in feel, fit and finish and performance (and a lot more expensive), there is tremendous value here in the G8 GT’s low-$30,000-ish price — with the Pontiac’s spacious rear accommodations putting those pricey offerings to shame.”

Due to scheduling, we drove and photographed a GT with the sport and premium packages — which feature 19-in. wheels and leather trim — and later tested a standard GT with cloth seats and 18-in. wheels. The GT Sport stickers at $32,050 while our track test subject was just $29,995. Remarkable.

In a surprising tech twist, the Pontiac G8 GT’s navigation system has become my favorite OEM model in the automotive kingdom — especially amazing as the car doesn’t have a nav system…in the traditional sense, anyway.

Hit the OnStar button on the rearview mirror, an operator comes on loud and clear and asks if you need driving directions. Tell him where you’d like to go, and the driving directions get down-loaded to the car, with left/right/straight arrows and distance appearing on the small information center screen between the tachometer and speedometer, accompanied by equally clear audible directions. Plus side: Hands-free driving directions on the trot (no need to pull over and stop to access a touch screen); no time wasted fiddling with various levels on the navigation menus; savings of $2000-plus by not having to purchase a navigation system and/or an even more expensive luxury package. Minus: You must purchase the OnStar “Directions & Connections” subscription plan for $28.90/month or $299 annually (but $299 times several years is still less than $2000, isn’t it?). Note to GM: Please try to incorporate this OnStar navigation with gauge cluster display in as many vehicles as possible.

Areas of improvement? Not many, honestly — especially when factoring in vehicle price. Making the hard-driving handling capability better is the main one. “The balance is already there, ditto good tires; the G8 GT is only a different set of springs and shocks away from being outstanding in hard driving,” says Assistant Road Test Editor Calvin Kim. The addition of a nicely functioning 6-speed manual is another (this will be addressed later this year with the launch of the GXP version). The 6-speed auto cog-switcher works smoothly enough, but in manual gear selection mode, there is a brief pause from the time the driver changes the gear and when the change actually starts to take place. A neat addition would be if the ECU were programmed so that when the transmission was in manual gear selection mode it would automatically blip the throttle when downshifting to further take advantage of the engine’s very sporty character.

These minor gripes aside, the new Pontiac G8 GT shines in many areas — outright speed, good fuel economy for its big V-8, easy-on-the-eyes inside and out, nice cabin materials and comfort, and that huge back seat. Factor in price and it is, essentially, in a class by itself.

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