The racy full-size new Pontiac G8 sedan seems like a combination of a traditional American muscle car and a fast European sports sedan such as the BMW 5-Series.
The rear-wheel-drive G8 resembles a much costlier BMW rear-drive 5-Series sedan from some angles with slick styling, a long wheelbase and short front/rear body overhangs. But the G8 has Pontiac's signature split grille and twin (nonfunctional) hood scoops.
2008 Pontiac G8
Prices: $26,910-$29,310
Likes: Racy looking. Very fast with V-8. Excellent handling. Roomy. Reasonably priced BMW substitute.
Dislikes: Small audio controls. Console window switches. Oddly put battery/oil pressure readouts. Hard to reach seatback recliner.
Pontiac spokesman Jim Hopkins said the automaker expects to sell about 30,000 G8s annually, mostly to 35- to 50-year-old males with a median income of $75,000-$80,000. The G8, which promises to enhance Pontiac's performance image, comes with a V-6 or more potent V-8. It's expected that most initial G8 buyers will opt for the V-8, with sales eventually shaking out to about a 50-50 split between the two engines.
Drive it easy and the G8 could be mistaken for a big, comfortable, American rear-wheel-drive sedan -- but not for long. The V-8 version is just too fast and even the V-6 model handles much too well to be anything but a high-performance car. Moreover, the G8 has a definite foreign car feel alien to GM because it was primarily designed and built by General Motor's Holden unit in Australia, where the G8 is sold as the Holden Commodore.
GM long has been known in America for mostly front-drive cars. But Holden long has been known for its inexpensive, sporty coupes and sedans with rear-drive and is GM's new rear-drive specialist. For instance, the 2009 rear-drive Chevrolet Camaro will share a modified version of the G8's platform.
This is all part of GM's cost-cutting vehicle platform sharing -- small cars will be developed in Europe and GM trucks in North America. The reason the G8's power window and mirror switches are somewhat awkwardly placed on its console is because that allows GM to sell the G8 with left- or right-hand (as in Australia) drive in various countries without the costly need to relocate the window controls to left or right doors.
Pontiac's mostly unsuccessful 2004-06 GTO also was from Holden. But it was hurriedly developed for America before GM's recent globalization efforts. It also was cosmetically bland and poorly marketed. And it had an old Holden design, whereas the G8 has a new-generation design.
The G8 comes as a $26,910 model with a sophisticated dual-overhead-camshaft 3.6-liter V-6 developing 262 horsepower, and as a $29,310 GT model with a 6-liter, 361-horsepower pushrod V-8. The V-8 has a smooth four-cylinder deactivation feature for a claimed 10 percent fuel economy improvement.
The G8 V-6 has a five-speed automatic transmission with a manual-shift feature and has most features of the GT version, including bucket seats, big 18-inch wheels and a sport suspension. It does 0-60 mph in a quick 7 seconds.
The V-8 in the GT model, which I tested, gives the G8 sizzling performance, allowing 0-60 mph in 5.3 seconds and 0-100 mph in 13.2 seconds. It works with a six-speed automatic transmission, also with an easily used manual shift feature. The rear of the GT looks especially racy with no less than four stainless steel exhaust pipe tips.
A six-speed manual transmission will be offered late this year in a higher-performance 2009 G8 GXP version, reportedly with 402 horsepower. A version with a pickup truck bed behind two seats like the old Chevy El Camino arrives for 2010. (Such a vehicle once was fairly popular in America and is popular in Australia.)
The 24-valve V-6 provides an estimated 17 mpg in the city and 25 on the highway. The larger, more potent V-8 delivers 15 city and 24 highway. Pontiac says premium gasoline is recommended but not required.
The G8 is fairly heavy at 3,885 (V-6) to 3,995 (V-8) pounds partly because it's well-equipped with comfort and convenience equipment, including an AM/FM/stereo, climate control, cruise control and power mirrors, windows and locks. Both versions share most of the same features, but the GT adds such items as dual automatic climate control and a limited slip differential.
Safety items include six air bags, all-disc anti-lock brakes, traction control and an electronic stability control system.
My test GT had standard four-way power front bucket seats and a $1,250 Premium Package with six-way power front seats, leather seat coverings and heated front seats. A $600 Sport Package contains 19-inch wheels and wider 40-series (instead of 45-series) tires, metallic pedals and a sportier steering wheel.
The G8 has fast, firm power steering, athletic handling with its sport suspension and nearly 50/50 weight distribution. The standard sport suspension is firm but provides a compliant ride, although some bumps can be felt. Powerful brakes with a progressive-action pedal stop the car quickly and surely.
Large outside door handles help provide easy entry to the purposeful-looking interior, which has nice materials. The cockpit is impressively roomy. However, the center of the backseat is stiff and best occupied by the fold-down armrest with its dual cupholders, although the rear seatback is reclined at a restful 28 degrees. Front seats are large and supportive for spirited driving.
The beefy, easily gripped steering wheel manually tilts and telescopes and there's a large "dead pedal" rest for your left foot. But I never quite got used to the console-mounted power window and mirror controls. Some audio and climate controls are large, but others are too small for quick operation. The manual backrest adjustment for the driver's seat is a rotating knob that's hard to reach and use.
Gauges can be easily read, and a digital speedometer backs up the conventional one. But the digital battery-voltage and oil-pressure readouts near the top of the center of the dashboard give vague information and glow distractingly.
There are a good number of storage areas, and all doors have beverage holders and storage pockets. The hand brake is artfully concealed near the console.
The trunk is long and deep and contains the battery to help give the car better weight distributor. Its lined lid pops up well out of the way and has hinges that don't eat into cargo space. Rear seatbacks don't recline to enlarge the cargo area, but such a feature is hardly necessary. There's an unusually large pass-through area from the middle of the trunk to the rear-seat area. Missing, though, is an interior grip to help close the lid without getting hands dirty on outside sheet metal.
The hood raises smoothly on struts, and the attractive engine compartment has easily reached fluid filler areas.
The G8 is the most exciting Pontiac in a long time. The GTO was a sales disappointment, but this shouldn't be the case with the G8.
DriveLive around Chicago in a VW Eos
