2005 Pontiac Grand Prix Review

The Pontiac Grand Prix once was one of the sexiest cars, but has been overshadowed in recent years by racy, more refined foreign sedans. Pontiac thus has made the "Prix" more desirable by giving a recently introduced 2005 GXP model the first Grand Prix V-8 in nearly 20 years.

The most powerful Grand Prix has had a supercharged V-6, but buyers of fast American cars usually want a V-8. That's the reason Pontiac gave its Bonneville an optional 4.6-liter 275-horsepower V-8 late in the 2004 model year, and that V-8 now accounts for a fairly high percentage of Bonneville engine installations.

The 5.3-liter V-8 in the new $29,335 Grand Prix GXP has 303 horsepower -- or the same rating as in the first classic 1962 Grand Prix, which had rear-wheel drive. This is the first application of a General Motors "small block" (350-cubic-inch displacement) V-8 in a front-drive car such as the mid-size Grand Prix and is engineered specifically for front-drive layouts. For example, it has a shorter length so it can be positioned sideways.

2005 PONTIAC GRAND PRIX
PRICES
$23,060-$29,335


LIKES
Potent new V-8 with fuel-saving cylinder deactivation. Racy styling. Well-equipped.


DISLIKES
Too many dashboard controls. No five-speed automatic transmission. Average interior materials.



The next most powerful Grand Prix is the $26,730 GTP, which has a potent supercharged 3.8-liter V-6 with 260 horsepower and less torque than the V-8. The base $23,060 and $24,960 GT versions have a 3.8-liter, 200-horsepower V-6, which provides sufficient performance for routine driving.

I tested the GXP because it's a throwback to the first -- and classic -- 1962-64 Grand Prix models, which had V-8s developing from 303 to 370 horsepower.

The 2005 GXP is a surprise, only becoming available in April with the current model year mostly gone. The last Grand Prix V-8 was offered in 1987, but had only 150-horsepower.

The GXP should pump up Grand Prix sales. As it is, the Grand Prix was Pontiac's second-best-selling car through May this year behind the less costly new G6, with sales of 38,980 units.

The Grand Prix also was Pontiac's No. 2 car last year behind the Grand Am after being revised a bit, with sales rising a lot from 2003 to 131,551 units. The Grand Am -- replaced for 2005 by the G6 -- was No. 1, a spot it held at Pontiac for years.

The Chrysler Hemi V-8 used in the rear-drive Chrysler 300C has a much-publicized Multi-Displacement System, which deactivates four cylinders under light-throttle conditions to save fuel.

Guess what -- the Grand Prix V-8 also has a cylinder deactivation system. The GXP is the first Pontiac to have GM's Displacement on Demand (DOD) technology, which debuted in 2005 GM mid-size sport-utility vehicles with a 5.3-liter V-8. It seamlessly cuts off half of the cylinders during light driving conditions, such as highway cruising, for better fuel economy.

Pontiac says DOD can increase Grand Prix fuel economy up to 12 percent. The GXP V-8 delivers an estimated 18 mpg in the city and 27 on the highway. Those are good numbers for a fairly big, heavy, equipment-loaded sedan that can hit 60 mph in just 5.9 seconds.

Some 90 percent of the V-8's 323 pound-feet of torque is available from 1,500 rpm to 5,200 rpm, which means the GXP eagerly jumps ahead from the get-go and provides swift high-speed passing.

With two less cylinders, the supercharged 260-horsepower Grand Prix GTP gets slightly better fuel economy: 19 city and 28 highway. The 200-horsepower V-6 provides 20 and 30.

The GXP V-8 works with a responsive high-performance four-speed automatic transmission, although a more modern five-speed unit would make the car more competitive.

The GXP automatic comes with a conventional shifter or Grand Prix-style steering wheel paddles for manual shifting. But the paddles are difficult to use when the wheel is being turned a lot.

The GXP offers more than extra horsepower. It looks racier than other Grand Prix models, with a different front fascia featuring revised chrome-ringed grille inserts and lower air inlets. The distinctive rear fascia gives the car a more "tightly wrapped" look and has prominent exhaust outlets in the best American muscle car tradition. Rocker panel extensions below the doors provide a more aerodynamic appearance, and there is "GXP" badging.

The quiet interior's appointments include unique gauge faces with red, retro-stylish pointers, GXP-specific door sill plates and embroidered floor mats. There are available suede inserts for the supportive leather-covered seats and brushed aluminum trim accents.

However, the instrument panel has almost too many controls, and the interior materials aren't up to Toyota or Honda standards.

The ride height is reduced for an aggressive, hunkered-down look, and there are large, polished 18-inch forged aluminum wheels and performance tires. They improve the generally athletic handling, which is enhanced by a sport suspension with gas-charged struts and higher rate springs. But a front-drive car lacks the balance of rear-drive autos because it is nose-heavy.

The ride is smooth, and the steering is nicely geared A high- performance all-disc brake system with aluminum calipers and vented and cross-drilled rotors provides short stops. Stability and traction control systems are standard

All Grand Prix sedans are well-equipped and look sporty, partly because they have a coupe-style roofline. There's plenty of room up front, and rear doors open widely. Three tall occupants fit in back, but won't be as comfortable as those in front.

The large trunk has a low, wide opening, and split-folding rear seatbacks enlarge the cargo area.

Options include $600 anti-lock brakes for the base model and a $1,320 Sport Package with items including an anti-skid system for the GTP. Head-protecting curtain side air bags for all but the base model cost $395. An $895 power sunroof is offered for all versions except the base model.

The Grand Prix has had a mostly colorful history. The GXP V-8 is a worthy, although overdue, addition to it.