2004 Pontiac Grand Prix

Entertaining high hopes

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Pontiac Division of General Motors has a long and unquestioned performance tradition. But, with the demise of the Firebird, its offerings have fallen far short of legendary Pontiacs with hallowed names like GTO and Bonneville. Thankfully, that's changing. A badge-engineered, V-8-powered, 2004 GTO based on the Australian Holden Monaro coupe is due this fall. Meanwhile Poncho lovers can be content with the ninth iteration of the perennial Pontiac Grand Prix.

The first Grand Prix bowed in 1962 as a rear-drive hardtop with a lusty 305-hp, 389-cid V-8 with a 3-carburetor, 348-hp option. Over the years, subject to vagaries of fashion and Federal laws, the Grand Prix grew smaller and less powerful. Mighty V-8s gave way to front-drive V-6s. Clean lines became cluttered. Now, this neatly defined sporting sedan proves that Pontiac engineers and stylists were given some latitude to present the Gran Prix without the dreadful body cladding and excess trim, which characterized its immediate predecessors.

The Grand Prix updates familiar Pontiac styling cues with clean, uncluttered lines. Perhaps the best aspect is the rear with its handsome triangular taillights, a vestigial spoiler and a pair of twin exhausts. Pontiac's intent with its latest Grand Prix, especially when fitted with the optional Competition Group package, was to build "a true drivers' car." But in typical GM fashion, it's compromised. Forced to soldier on with the General's long-in-the-tooth 3800 V-6 and four-speed Hydra-Matic, the result is a car that looks the part, and is relatively quick, but it's limited by dynamics that are forced and strained.

At first glance the Grand Prix's specifications (and its fundamental good looks) would have you believe Pontiac is serious this time. The new Grand Prix has four-wheel independent suspension with quadra-stage shock valving (for separate stages of damping), and hefty stabilizer bars fore and aft. There's a new four-wheel disc brake system with ABS as standard equipment, as well as electronic brake force distribution (EBD), which modulates brake pressure to better suit stopping requirements.

In its glory days, Pontiac's much-touted Wide-Track feature distinguished it from competitors. Today, against Nissan's Maxima and Altima, the Dodge Intrepid and Honda Accord, the GP's tread is not much wider than is most rivals. The Comp G package's skidpad score of 0.83g is impressive, though, helped by wide and sticky, V-Rated Goodyear 225/55R Comp T/As on 17-inch alloys, and specific chassis tuning that includes stiffer shocks and bigger sway bars. The Grand Prix's ride, while noticeably firmer, is quite acceptable. The corporate 4-channel Stabilitrak Sport stability system enhances cornering capability. Look for the Comp G upgrade to be offered with many of Pontiac's future models.