Review: 2009 Pontiac G8 GXP

This is the review that shouldn't be written. Just hours before Pontiac's most powerful car ever, the G8 GXP, arrived in our driveway for a week-long evaluation, General Motors announced the termination of the historic Pontiac brand. Talk about bad timing.


A week in the G8 was all it took to illustrate exactly what's right - and what's wrong - with GM, the automaker that's now in Chapter 11 bankruptcy protection.

What is it?
One of the most anticipated new car introductions of 2009, the G8 GXP takes the critically acclaimed G8 GT and adds more of what we like: Power and pedals.

Born in Australia, much like the much-maligned neo-GTO that did little for Pontiac's image, the G8 GXP was designed to sell in limited numbers and draw customers into showrooms. Pontiac - or, rather, GM's Australian division, Holden - took the standard G8/Holden Commodore and shoehorned a 6.2-liter, 415-horsepower V8 under its hood. Add the option of a six-speed Tremec manual, 19-inch alloy wheels with performance tires, Brembo front brakes, a Nurburgring-tuned suspension and a mildy revised exterior appearance and things start to get pretty, uh, exciting, for the brand that didn't drive excitement into showrooms.


What's it up against?
From Detroit's now-Italian automaker, the mechanically identical Dodge Charger SRT8 and Chrysler 300C SRT8 are the G8 GXP's most obvious rivals. Making due without a manual transmission option, the Charger and 300 do at least add 10 more horsepower and the sweetest exhaust notes this side of NASCAR for those sold on a guttural growl.

The G8 and Charger/300 are the only non-luxury rear-wheel-drive sedans Detroit offers, unless you include the decidedly unsporty Mercury Grand Marquis, which leads us to Germany, site of much of the G8's development.

The much pricier BMW 5-Series either gives up 55 horsepower (550i) or adds 85 horsepower (M5) to compete with the G8 GXP. Either way, you could leave the Pontiac showroom with a garage full of new Pontiacs for the price of a 5.

Any breakthroughs?
For the industry, no. While the G8 is hardly outdated, it brings little new to the table, aside from lots of power hooked up to a manual transmission for not too much cash. That's no bad thing.

For Pontiac, it's a textbook case of "too little, too late." The G8 GXP was exactly what Pontiac needed: An uncontroversial halo car that lives up to the hype. While the GTO introduced in 2004 was actually a great-performing two-door, its bland style and controversial nameplate made it almost a liability for the brand. An Aztek it wasn't, but it hardly influenced the rest of the excitement-oriented lineup until the G8 came along.

�' 
How does it look?
Pontiac chose to differentiate the G8 GXP slightly from its siblings. Aside from badging, only a unique set of 19-inch alloy wheels, a revised rear diffuser and a modified front bumper and lower grille mean only the most knowledgeable enthusiasts will know what lurks beneath the hood.

The G8 lineup has a vaguely generic look to it because of the segment in which its Holden siblings compete in Australia. Holden's only truly unique vehicle, the basic package is sold in a couple of wheelbases and as anything from an entry-level large sedan to a luxury car to a pickup to a high-power sports sedan. Each looks more or less like the other, aside from front and rear fascias. It's badge-engineering at its finest, but it works in Australia.

Though the overall look is generally pleasing, we chide Pontiac's decision to fit trendy clear tail lamps and goofy, non-functional hood scoops on the G8 GXP. While only V8-engined G8s get the clear tails, even the base V6 G8 sports the extra snouts. Why does a base model snarl as much as the halo car?

And the inside?
GM faithful won't recognize anything aside from the OnStar-equipped rearview mirror. An almost Germanic-conservative design, the G8's interior is draped in impressive, unique materials and features some minor ergonomic gaffes that required some curious contortions to reach. Maybe Australians have opposable pinkies or index fingers, too.

Since there's no GM switchgear to be found - don't go looking for the "bowtie" radio that has even infested the Saab and Daewoo camps - things take a little getting used to. For example, push the radio's volume button and it will mute the system only until you turn the G8 off. Fire it up again and the sound blares at full blast. Sure, there's a power button, but it's placed far away at the opposite end of the radio, where a Holden driver might like it. Then there are the console-mounted window switches, which probably save a few bucks in wiring, but require some acclimation due to their way-back-there position in the console. Don't forget the sunroof switch, which requires a rotation and then a push to select how far back you want the glass panel to slide. It works well, albeit not like anything else you've likely encountered in this hemisphere.

You'll let those ergonomic follies pass, however, when you settle back into the leather-covered sports seat. Wrapped in a grippy, upscale leather, the seat possesses just the right amount of bolstering for a daily driver. A near-perfect driving position, marred only by the oddly bulgy sports steering wheel standard on the GXP but optional on the GT, means the pedals and gear lever fall readily to hand.

Don't look for power backrest adjustment, auto-dimming mirrors or a navigation system. You won't find them. Those who value luxury over all else should probably visit a Lexus showroom.

But does it go?
Though the G8 GXP introduced last year at the New York International Auto Show - by rapper Fifty Cent, of all people - featured a 403-horsepower V8, the production G8 GXP receives GM's 415-horsepower LS3 V8 that also sees duty in the Corvette and Camaro. Down a couple ponies to the coupes, the G8 GXP is nonetheless endowed with enough power to move the big sedan to 60 mph in halfway between four and five seconds.

The big overhead valve engine's power peaks at 4,600 rpm, while its 415 lb-ft. of torque tops out at 5,900 rpm before the 6,600 rpm redline hits.

Our test car carried the optional $695 six-speed Tremec manual transmission (not to mention the $1,700 gas guzzler charge). Like the Corvette, it forces the same first-to-fourth skip when you're toddling around town and its rather balky shift action might scare off those looking for Toyota Yaris-like driving ease. For those who value fast, satisfying shifts and reasonably firm clutch pedal pressure, the Tremec is just what the doctor ordered.

The same can be said for the G8 GXP's powertrain. Though it sounds a little gruff around town, the V8 will gladly light up the rear tires and wail its way to triple digits in virtually no time. High-speed highway passing is its forte: Don't bother downshifting to fly past slow-moving traffic. The skinny pedal can do all the work.

For what it's worth, we averaged as high as 24 mpg with cruise control engaged on a highway trip and about 16 mpg in mixed driving. Unlike the GT, the GXP requires premium fuel.

Though the relatively light steering didn't provide as much feedback as we've come to expect from European performance sedans, there was no slop or lack of accuracy to the G8's tiller. Every move was utterly predictable, whether slicing through curved pavement or deftly maneuvering between slow-moving vehicles on the expressway. The standard limited slip rear differential and stability control kept our aggressive back country driving from becoming expensive back country driving.

Perhaps what amazed us the most about the G8 GXP was its composure over every road surface we thew at it. The long wheelbase swallowed up rough pavement ,yet body roll was mild and perfectly controllable in the twisties. We judge the ride, which beautifully straddled the line between too taut and too soft, to be better composed overall than the G8's German and American rivals. Combine that balance with the rock-solid structure and complete and utter lack of squeaks and rattles, even in our fairly high-mile press vehicle, and it all adds up to a vehicle that feels like it will last forever.
�' 
Why you wouldn't buy it
You think the G6 is "sporty" or your Pontiac dealer is all out of G8 GXPs.

Why you would
You're looking for a genuinely well-engineered, high-performance sedan that can be comfortably driven every day and you're not afraid to admit that the best option might come from Detroit (via Australia).

Leftlane's bottom line
The G8 lineup, as a whole, has the makings of a cult classic. Brilliant engineering, a versatile, roomy package, dynamite eight-cylinder powertrains and the indescribable aura of the car that was simply too late to save Pontiac are elements that won't doom this model forever. If recent sales figures are anything to go by - Pontiac sold about twice as many G8s last month as it did in the same period the year before - we're not the only oracles of motordom.

Killed before it had any chance of mainstream success, the G8 GXP is the crème de la crème of the brand true enthusiasts had all but forgotten. Sadly, we're hearing few reliable rumors that this model will live on again in North America badged as a Chevrolet, Buick or Cadillac any time soon. Get yours now. Fast.
�' 
2009 Pontiac G8 GXP base price, $37,610; As tested, $41,590.
Moonroof, $900; Six-speed manual transmission, $695; Gas guzzler tax, $1,700; Destination, $685.

Words and photos by Andrew Ganz.