2004 Pontiac Grand Prix

The drivers' cockpit area is crisply defined. Red-on-gray instruments with a large centered speedo are easy to read if just a bit show car-like.

Unfortunately, the Grand Prix is relegated to coach class status by its antediluvian powerplant and driveline. Despite the enhancement of a an Eaton supercharger, and every refinement Pontiac's brain trust could muster, this engine simply doesn't rev easily the way you'd expect a sport sedan's to. And, even worse, with Fourth speed relegated to overdrive, you find yourself rowing or punching the gearbox up and down in search of an intermediate gear ratio that doesn't exist. Sadly, the electronic shifter's action feels stiff and artificial—the shifts are so abrupt as to be mechanical. Instead of the natural feel of a high performance engine revving sweetly between gear changes, there's a bland linearity that's close to being unpleasant. The prominently located, fast-acting steering wheel shift buttons are easy-to-use, but I still prefer shifting with a gear lever. Fortunately, in the Gran Prix you still can.


On a twisty section of highway North of Phoenix, we could hammer along comfortably above the speed limit, but when desired, up- and downshifts weren't enjoyable. The TAPshift (touch-activated power) masked the natural sensations enthusiasts enjoy, despite the engine's throaty exhaust note and a definite feeling of quick progress. In contrast to the shifter, the GP's Magnasteer II electromagnetic steering is nicely weighted and offers decent on-center feel. And the big disc brakes are powerful and well modulated. Sadly, there's no dead-pedal.


To be sure, Pontiac's engineers made the best of a bad lot with the required company drivetrain, but it's no excuse. GM makes a sweet little 5-speed automatic (so nice that BMW and Mercedes-Benz use it). In the Cadillac CTS, it's mated to an appropriately rpm-happy, Opel-derived, 4-cam V-6. Unfortunately, the Grand Prix has to make do with pushrods, and the result is a car that looks the part but doesn't offer the sporting power delivery and feel of its Japanese rivals. The new Maxima has a skoch more power (265 hp vs. 260), but the GP wins the torque war (280 lb.-ft. vs. 255). It helps to overcome the gearing omission, but dynamically it's just not enough. We liked the Grand Prix's new electronic throttle-by-wire (ETC) system, with speed-based response that compensates for slow parking lot maneuvers, yet ready to respond quickly at highway speeds. At no time did we experience the annoying momentary hesitation that seems to be an unwanted byproduct of throttle-by-wire systems in some German makes.

The Grand Prix's new electronic throttle-by-wire (ETC) system, with speed-based response that compensates for slow parking lot maneuvers, is ready to respond quickly at highway speeds.

Interestingly, some serious money was spent on other improvements. The body engineers got the nod for single-piece body sides and a magnesium front cross-car instrument panel support beam to improve body-shell stiffness. Acoustics are further improved with thicker glass and additional body insulation. Reportedly, Pontiac engineers "exhaustively" tested a new long-life glass-mat battery in Las Vegas taxicabs. It offers 160 percent longer life than a conventional unit.


The Grand Prix updates familiar Pontiac styling cues with clean, uncluttered lines. The greenhouse is distinctly coupe-like with severely slanted A- and C-pillars and a blacked-out center post. Perhaps the best aspect is the rear, which features handsome triangular taillights, a vestigial spoiler and a pair of twin exhausts that exit through handsome chrome-shrouded tailpipe tips. Unfortunately, the stylists couldn't resist imprinting the Pontiac name on both bumpers, something BMW or Audi would never do.