If the reactions we received while driving our Liquid Red G8 GT test car around the streets of Southern California are any indication of how the Pontiac will sell, GM dealers should be quite pleased. From a simple thumbs up to a full conversation about the G8 GT with the car next to us at red light, people seemed intrigued by Pontiac’s newest rear-wheel drive sedan.
Backstory
The G8 is critically important to Pontiac. It’s also important to GM. It’s the first vehicle based on GM’s new rear-wheel-drive Zeta platform to be sold in the United States. If the G8 falls short of expectations, it could have implications for the new Chevrolet Camaro , and any other vehicle based on this platform.
The GT model is the most appropriate G8 to use in evaluating the Zeta architecture, because it has the engine needed to push this chassis closer to its potential.
Aesthetics (3.5/5)
While about 80 percent of the Pontiac G8 GT’s parts are pulled straight from the Holden Commodore, Pontiac designers did a good job of giving the car its own unique look. For better or worse, the G8 GT’s fascia – which is shared with the base model – is unmistakably Pontiac. A large lower grille is flanked by integrated fog lights, and sits atop a splitter that looks pretty aggressive but still allows plenty of clearance for speed bumps and steep driveways.
The G8’s hood features a raised center line as well as twin non-functional hood scoops. While the center line adds to the G8’s taut look, the hood scoops give the otherwise upscale car a boy racer look. Not only do the scoops look out of place on a large sedan, once you discover they’re purely decorative, they become almost irritating. A few folks at General Motors reportedly share the same sentiment as us, and a hood “no-scoops” option might become available in the near future. Look for the high-performance Pontiac G8 GXP to sport hood scoops, but those ones will be functional.
Bold fender flares accent the G8’s large wheels — 18 or 19 inchers depending on which option box you check — and give the car a decidedly European look. An upward-sweeping beltline and chrome-accented door handles fill out the rest of the G8 GT’s profile.
Out back, the G8 GT sports clear taillight lenses and quad stainless steel exhaust tips that hint at the power they’re linked to. Maybe we’re a little old-fashioned, but we could do without the aftermarket-style clear taillights in favor of something more traditional.
Cabin (3.5/5)
On the inside, the G8 continues its Aussie-inspired styling. Because the G8 is built in Australia by GM’s Holden division, its switch gear is all-new to us here in the U.S. Also as a result of its Australian roots, the G8’s interior is very handsome and its fit and finish is top notch. Material quality isn’t quite top notch, but it’s light years ahead of where GM was just a few years ago.
The car’s interior lacks the daring shapes and lines seen in the new Cadillac CTS — and that seems to be its weak point. If it was a bit more modern, the good build quality would be easier to appreciate.
Of note, our test car came with an optional appearance package that features red-faced gauges and red seat inserts. While this is a no cost option, it can also be had in black for a more toned-down look. With the right exterior color (red), the two-tone seats are actually somewhat attractive, but on grey or silver car they’d probably look a little contrived.
One Australian touch that U.S. customers might take issue with is the G8’s center mounted power window switches. While Saab drivers might praise Pontiac for the placement, the majority of G8 buyers will likely find themselves reaching for the non-existent door-mounted controls when they want a little fresh air. Even so, the center placement lends itself to the G8′s upscale aspirations.
Seat controls proved to be just as perplexing, with the seatbacks controlled by a manually-operated wheel placed well out of any easy arm’s reach. The placement of the trunk release – inside the glove box – also left us scratching our heads. For that matter, why does any modern car still require a driver-operated trunk release?
Though a small detail, the G8’s unique steering wheel is a breath of fresh air in a world that has the HHR using the same steering wheel as the Corvette. The unit also houses controls for the car’s audio system, as well as the G8’s onboard computer system – which can display anything from tire pressure to a digital speedo readout on an LCD screen located between the tach and speedometer. However, we wish the wheel also had controls for the stalk-mounted cruise control functions.
A larger gripe, and our last one, is that the G8’s A-pillar is rather thick and can actually hinder your view — particularly during spirited driving.
Performance (4.5/5)
Once you get the G8 GT on the open road, you quickly forget about most of these concerns. Simply put, the G8 is a driver’s car. Its chassis is rock solid and its massive brakes can rub off speed as quickly as the 361 horsepower 6.0-liter V8 can dish it out. Though steering is a bit numb, the G8 GT will practically go anywhere you ask it to; a feeling usually reserved for European sports sedans.
Pontiac chose Holden’s FE2 suspension for duty in the G8, and it proves to be the ideal setup. While it is a bit on the firm side – which allows for BMW -esque handling — it does an excellent job of absorbing any road abnormalities without upsetting the car. Pontiac claims a near perfect 50/50 weight distribution when a driver and passenger are accounted for, and has even placed the battery in the trunk to help even things out.
And although the G8 can hang with the imports in the twisties, it hasn’t forgotten its American roots. Its big V8 – with 385 lb-ft of torque — can rocket it from 0-60 in just 5.3 seconds, on its way to a mid-13 second quarter mile. Unlike the stereotypical muscle car, the G8 GT gets off the line without any drama — don’t expect to roast the tires with a simple mash of the gas pedal. Speed comes deceptively fast, almost surprising you when you glance down at the speedometer.
And not only is the G8 good off the line, it’s fantastic at any speed, thanks to its six-speed automatic transmission. It’s nearly impossible to catch the 6.0L V8 out of breathe. Whether you’re at a standstill or cruising at 60, the G8 accelerates with the same ferocity and mechanical symphony.
The G8’s brakes proved to be just as competent as its powertrain. Pontiac claims the four-wheel discs can stop the G8 from 60 in just 120 feet – despite our tester’s curb weight of 3,995 pounds. While we didn’t conduct our own test to determine the veracity of this claim, we sure did appreciate their power during sudden slow-downs, and their firm feel in stop-and-go Los Angeles traffic jams.
During our time with the Pontiac G8 GT, we managed about 17.5 mpg, just below its EPA combined fuel economy of 18 mpg. The majority of our driving was in the aforementioned stop-and-go traffic, and when there was open road, the hammer was usually down, so 17.5 isn’t a terrible figure. (EPA ratings for the G8 GT are 15/24 city/highway.)
Technology – (3.5/5)
The center stack continues the car’s use of LCD screens. The stereo and HVAC readouts share one large screen in the middle of the stack while a voltometer and oil temp gauge get their own screen atop the stack, which we found a bit questionable. While battery and oil information can be very useful, it’s not exactly necessary on a day-to-day basis. Instead, Pontiac should have used this second screen to display HVAC readouts or at least an ambient temperature readout — which is absent from the G8’s list of standard or optional equipment. Also glaringly absent from the G8’s list of features is XM Satellite radio — standard affair on most other GM vehicles.
One other small complaint is that the passenger’s ‘air bag on’ light is on the lower portion of the rear view mirror. Because it illuminates in an amber color, it can be momentarily mistaken for a car’s headlights at night, not to mention a little annoying.
The G8 features an acceptable amount of technology, but it doesn’t bring anything new to the table. The lack of satellite radio is disappointing, and the overall experience of the electronics could be more cohesive.
Bottom line
Overall, the Pontiac G8 GT is one of the best sports sedans on the market for the price. No other American sedan offers the same experience at this price point. A similarly priced Infiniti G35 might offer a comparable level of refinement, but it’s quite a bit smaller and has 60 less horsepower. With a base price of just under $30,000 – our tester stickered for $31,245 and came with every option except a power sunroof – the G8 is unbeatable for a sedan of this size.
Words and photos by Drew Johnson
