Just a few months ago GM seemed well on its way to countering Chrysler's successful 300C with a bevy of its own V8-powered rear-wheel-drive sedans. Then it announced that the North American portion of its zeta program had been shelved, ostensibly to free up resources for its future SUV programs. Amid all the bad news surrounding GM these days, this was the most disheartening for enthusiasts.
Yet what have we here? A small-block V8 in the Grand Prix? Available now? GM managed to quietly slip this one out the door. I suspect the fault lies with the zeta program. The new Grand Prix GXP was introduced last January at the Los Angeles Auto Show. At that time the zeta program was still on track, so both GM and the press likely dismissed the V8 Grand Prix as a stopgap product unworthy of much attention.
Well, now that zeta is shelved and its successor unclear the GP GXP (along with the upcoming V8 Impala) moves from stopgap product to only product. Does it deserve a look, or should people simply go straight to their closest Chrysler or Dodge store?
I reviewed the 2004 Grand Prix GTP Comp G (previously the most sporting GP) in some detail roughly two years ago. I'll try to keep this review relatively brief, with a focus on the changes for the GXP.
Styling
The current Grand Prix has some interesting lines, especially around the rear quarters, but overall isn't much to look at. The high-mounted bodyside molding rubs me the wrong way every time I see it.
For the GXP, Pontiac has fitted a revised front end, not only to differentiate the model but to clear its much wider 255/40R18 front tires. I like the new grille better, but it's not a major improvement. And I'm not sure the new, smaller foglamps are an improvement at all.
Why no wider rear fenders to clear wider rear tires? Because the rear tires remain 225 mm in cross section. Yep, you read right: the GXP's front tires are much wider than its rear tires. I for one have never seen this done before. Why now? I suspect two reasons. First, for there to be any hope of channeling small-block torque through the front wheels, the front tires had to be as wide as possible. Second, nose-heavy cars like this one are prone to excessive understeer. Making the fronts wider than the rears should counteract this tendency.
But I'm getting ahead of myself. This is the styling section. So I should be focusing on the appearance of wider front rubber. Well, it's not really noticeable unless you look for it. And when you do look for it, well, as I implied above the GP's styling has other, larger issues.
The GXP's standard 18-inch alloys have a polished finish. I'd personally prefer less shiny wheels, but they aren't an option. The wheels are forged, which tends to result in more strength and less mass, but with the shiny finish they look cheap rather than classy.
Last time I drove the Grand Prix I kind of got into its fighter-plane interior theme. This time the car's interior didn't come off so well. The panel fits are much tighter than GM's traditional norm, but the plastics look cheap even when they're the soft-touch sort. Worst of all, the large instruments look very low-grade. For the GXP the background surrounding these instruments has the appearance of engine-turned metal. I suppose this is meant to evoke the 1970s Trans Am, which sought (through this feature at least) to evoke vintage sports cars, but as executed here it simply looks tasteless. I could barely stand to look at it.
Accommodations
I liked the driving position of the Grand Prix last time around, and this pretty much held true for the GXP. You sit higher than in older Grand Prixs, and this affords a more open view forward. My main complaints in this area concern the non-telescoping steering wheel. It's positioned a bit close for my taste and its diameter and rim thickness are both excessive. I suppose this car was designed for big men with big hands. It screams, "Manhandle me." Which is appropriate.
I also like front seats. Relatively large, well bolstered, and moderately firm, they score well for both comfort and lateral support. Four-way power lumbar helps.
Last time around I singled out the rear seat for withering criticism. Pontiac gushes about how widely the rear doors open (and they do open widely), but what's the point when the rear seat is so cramped and its cushion is mounted very close to the floor? Most compacts have roomier, more comfortable rear seats. I continue to find such a tight rear seat inexcusable in a nearly 200-inch sedan.
Trunk volume is good and may be expanded by folding not only the rear seat but the front passenger seat as well. Interior storage compartments are also on the large side. Unlike rear seat room, cargo versatility was clearly a priority.
On the Road
Now we come to the real point of this review: what does it feel like to have 323 foot pounds of torque surging through the front wheels? Pretty good, actually. To be honest, the 260-horsepower supercharged six in the GTP feels--and even sounds--somewhat similar, so the V8 isn't a great leap forward. But it is a step forward, and simply so over the top that I cannot help admiring it.
I can actually do better than "pretty good." Floor the GXP from a dead stop, and the front tires squeal for the first few seconds despite the standard traction control. This is with the car pointed straight ahead. Goose the throttle in a turn, and the inside tire doesn't stand a chance.
Beyond the tire squeal, under heavy throttle the car's nose heads skyward and the front end feels light and squirrelly. Torque steer is present but moderate; the car's lightheadedness is more of an issue. You don't need a very firm hand on the wheel, but a moderately firm hand is advisable. This isn't necessarily a bad thing. Want to change to the right lane without using the steering wheel? No problem. Just hit the gas. Needless to say, you'll feel a firm tug in the gut the whole time the pedal is down.
This behavior is far, far from technical perfection. Fun, though.
The predominant engine noise is a rumbly exhaust. The engine itself remains fairly quiet, even at higher RPM. When just cruising even the exhaust is quiet. If you want it clear as day that a big V8 is under the hood, you'll want to mod this puppy.
The GXP's transmission, like the similar unit in the GTP, is a mixed blessing. The TAPShift feature is about the best of its kind I've sampled. Gear changes are requested via steering-wheel-mounted paddles, and said changes occur smoothly and with very little delay. I usually have trouble selecting the right gear promptly with manually-shiftable automatics, but not in this case.
So what's not to like? That would be the number of ratios. There are only four, and they are spaced very widely. At least one additional ratio would be welcome between first and second. As it is, since the optimal ratio generally isn't present in the box, it doesn't help that ratios can be changed so instantly and intuitively.
Compounding this issue, the transmission will not downshift into first above 35 miles-per-hour. With most cars this wouldn't be an issue; by 35 you'd want second. Here, though, second gear at 35 has the engine turning only about 2500 RPM. If you're cruising along at 40 and want to explore the engine's power peak you're just SOL. Luckily the engine is so torquey that it pulls strongly at 2500 RPM.
A final minor issue: the paddles move with the steering wheel. They'd be easier to be locate in turns if they were attached to the column rather than the wheel itself.
What about fuel economy? Godawful, right? Actually, no. The RPA rating of 18/27 is just a single MPG worse than the supercharged six and is just a touch below the class average. Credit "displacement on demand," through which only four cylinders are used when cruising. As in the similarly engineered Chrysler Hemi, I could not detect transitions between four- and eight-cylinder operation. If the engine were louder these transitions would probably be more apparent, so be careful with those mods.
The GXP isn't only about going faster; it's also about stopping faster. Upgraded brakes have a reassuringly strong, firm feel to them.
With a V8 mounted largely ahead of the front wheel centerline I didn't expect much in the way of handling. To be specific, I expected a heavy dose of no-joy understeer. So I was quite pleased to find a relatively balanced chassis. While the GP GXP's handling won't be mistaken for that of a rear-drive car, it doesn't shove the outside front tire onto its sidewall and plow relentlessly towards the curb either. Rather, as with the GTP, the V8-powered Grand Prix feels better the harder it's pushed. It cuts a clean line through corners, with a moderate amount of lean. While the steering is a bit numb and light at lower speeds, at 40 and up it feels satisfying firm and quick. Overall the GXP feels smaller and lighter than it is. In comparison, the Chrysler 300C, though only slightly longer, feels decidedly less sporty and almost ponderous.
The wider front tires likely deserve some credit for the GXP's reasonably balanced handling. But it's not the whole story. When I first heard that GM was stuffing a small block V8 into the Grand Prix, I assumed the car would be terribly nose heavy. But a glance at the specs reveals that the GXP weighs no more than the GTP. How could this be? There's a simple explanation, actually. While the V6 has an iron block, the V8's is aluminum. Add in the V6's supercharger, and the two engines end up weighing about the same.
The GXP's ride quality is marginal. The tires and suspension react somewhat harshly to tar strips and the like. And while engine noise is low while cruising on the highway, road noise is not.
Pontiac Grand Prix GXP Price Comparisons and Pricing
The GXP costs about $1,000 more than the GTP Comp G. It's easily worth the extra money.
A comparably-equipped Dodge Daytona R/T with the R/T Group lists for about $5,500 more than the GXP.
On the other hand, an Impala SS lists for about $1,300 less before feature adjustments, and about $300 less after them.
These prices are before incentives. With no incentives, the GXP would be priced too high. But with hefty rebates it manages to come in well below the competition. If you like the car, you'll like the price.
Prices change frequently, and differences will vary based on feature level. To quickly generate these and other comparisons with the specific features you want, visit my Web site, www.truedelta.com. (It's the only site that provides true "apples-to-apples" price comparisons.)
TrueDelta's page for the Grand Prix:
http://www.truedelta.com/models/Prix.php
Last Words
I test drove the Grand Prix GXP largely because I expected the marriage between a front-drive platform and a small block V8 to be quite unhealthy. I expected cartoonish antics that would make for a very entertaining review.
To a certain degree, the car met these expectations. The front wheels do have trouble putting all of that power to the ground, and when the pedal's to the floor the car wants to go every direction but straight. I might also repeat that the transmissions ratios are too few and far between.
And yet I had a great time driving this car. It has a lot of character, and feels considerably sportier and more nimble than a Chrysler 300C. Looking to other powerful front drivers, neither the Nissan Maxima nor the Acura TL handles as well. Especially not the Maxima.
Ultimately I am of two minds about the Grand Prix GTP. It takes guts to stuff a 5.3-liter V8 into a front-wheel-drive chassis. Though the resulting product has significant flaws, it is quite enjoyable to drive. It's not my kind of car, but I have no doubt that it will make a particular niche of owner very satisfied. The zeta cars would almost certainly have had a broader appeal. But the GP GXP should keep Pontiac loyalists happy for at least a few years. Even longer if they can fit a six-speed automatic.
I'm between three and four stars on this one. I'll go with four because I never expected anyone, much less GM, to stuff such a large engine into a front-drive car.
A Note on Pontiac Grand Prix GXP Reliability
I cannot practically cover reliability within the context of this review. However, many people are interested in such information, so I've started collecting my own data. Results, once they are available, will be posted to my site, www.truedelta.com, with updates every three months.
Unlike other sources, TrueDelta will clearly identify what difference it will make if you buy a Grand Prix GXP rather than another vehicle by providing "times in the shop" and "days in the shop" stats (among others). You will be able to specify the number of years, annual miles, and types of repairs to include in Pontiac Grand Prix GXP reliability comparisons.
Before I can report results, I need data on all cars--not just the Grand Prix--from people like you. To encourage participation, those who help provide the data will receive
free access to the site's reliability information. Non-participants will have to pay an access fee.
For the details, and to sign up, visit www.truedelta.com.
A link to this website and alphabetized links to
my other vehicle reviews can be found on my
profile page.
Some of my reviews of related vehicles:
Acura TL review
Buick LaCrosse review
Cadillac CTS review
Chevrolet Impala SS review
Chrysler 300C review
Infiniti G35 review
Nissan Maxima SE review
Pontiac Grand Prix GTP review
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