2001 Pontiac Grand Prix Review

Pontiac is successful partly because it has kept a highly sporty image since 1957--a hard task because the auto market has changed radically in 40 years. Just ask Oldsmobile, which lost its identity seveal times along the way.

Pontiac's Grand Prix has played a big role in the automaker's success since its 1962 debut. The sedan version looks as racy as the coupe. That makes the sedan appealing to folks who like sporty cars but need four-door utility.

Changes to the 2001 Grand Prix include a sleeker front end for the SE model and a dual-zone manual climate control system for the GTP, which adds a compass and outside temperature display to the rearview mirror. Also, General Motors' OnStar assistance system is newly standard for the GTP and optional on the GT.

The SE is offered with a new WideTrack Smart Package that contains special silver-painted aluminum wheels, wide 60-series tires, six-speaker sound system and cruise control.

The front-drive Grand Prix shares its stiff chassis with the Buick Regal and Oldsmobile Intrigue, but only Pontiac has a coupe body style. Models are the entry SE sedan and racier GT and GTP coupes and sedans. Prices go from $20,360 for the SE to $25,535 for the GTP sedan.

Pontiac doesn't stint on equipment. All Grand Prix models have anti-lock brakes, traction control and rear spoilers. Even the SE has air conditioning, AM/FM/cassette, tilt steering, rear defogger and power windows, mirrors and locks.

The GT and GTP are offered with a new Special Edition option that contains special chrome wheels, hood scoops and two-tone leather seats and door trim.

The SE has a 3.1-liter 175-horsepower V-6 that provides decent performance, while the GT has a hotter 3.8-liter, 200-horsepower V-6. The sizzling GTP has a supercharged 240-horsepower version of the 3.8. That engine feels much like a V-8 but isn't as smooth and is gruff when pushed. However, it loafs at 1,900 rpm at 65 mph and thus delivers 28 mpg on highways--alhough only in the mid-teens in the city.


All engines work with a four-speed automatic transmission that upshifts deftly and downshifts quickly.


The Grand Prix swallows four tall adults. But a long-legged driver will want the seat to move back more. And seat belts are in your face when entering or leaving the rear of the coupe.


The Grand Prix has extroverted styling, inside and out. However, the styling causes the large trunk's opening to be high and awkwardly shaped.



Gauges are easily read and the large controls work smoothly, although center dashboard controls can be hard to operate because of the dash's near-vertical orientation.



Radio controls are conveniently placed above climate controls, and there are sturdy front and rear cupholders. But the ignition switch is hard to reach quickly on the steering column.



The variable-assist power steering of the GT and GTP is fast, but feels rather dead. The brake pedal is easily modulated for fast, sure stops with the all-disc brake setup.



All Grand Prix models have an all-independent sport suspension. The SE has the smoothest ride, but the GT and GTP have sharper handling, partly because of their wider tires. Although it delivers a supple ride, the GTP has a firmer sport suspension that sometimes causes the car to become jerky on wavy pavement--making it feel as if you're experiencing mild turbulence on an airplane flight.



The solid Grand Prix doesn't try to be anything but a muscular, all-American car. That's something it always has been.