In addition to the two body styles, the new Grand Prix is available
in three trim levels. Base is the SE, available only as a sedan; this will
probably be the Rental Fleet Special. Of more interest and with the widest
appeal is the GT, in both coupe and sedan. Above that is the go-fast GTP,
an option package available for GT models.
For this report, we focused on a GT Sedan, with a few carefully selected
options.
There are three engines. Standard with the SE is a 3.1-liter V6. It's
a durable performer, but with 160 horsepower hitched to some 3400 pounds
of car, it's no thrill ride. Standard on GT, and optional on SE, is GM's
3.8-liter 3800 Series II V6. A good all-around performer, it delivers 195
hp, 220 pound-feet of torque, commendable smoothness and crisp throttle
response.
The GTP package includes the supercharged version of the 3800, which
picks up the pace with 240 hp and 280 pound-feet of torque. Even with an
automatic--the standard and only Grand Prix transmission--the GTP sizzles
from 0 to 60 mph in just under seven seconds.
Like virtually all GM cars, the Grand Prix is built on a front-drive
platform, shared in this case with the Chevy Lumina and the new Olds Intrigue
and Buick Regal. Suspension is independent front and rear, steering is
power-assisted rack and pinion, and standard equipment on all models, includes
four-wheel disc brakes and an antilock braking system.
There's a very good value story with the Grand Prix. Base price of the
SE, with a $550 destination charge, starts at just $19,129 (the SE coupe
is $600 less), and that includes dual airbags, air conditioning, power
windows and mirrors, programmable power door locks, traction control, AM/FM
radio with clock, front bucket seats with two-way lumbar control, tilt
wheel, and a Driver Information Center that lets you know if a tire is
going low and when it's time to change oil.
Standard antilock brakes and traction control system and an optional
child safety seat (mounted amidship in the rear) are thoughful safety extras.
Choose the GT sedan and the base is $22,264. In addition to the stronger--much
stronger--3800 V6, the GT includes P225/60R-16 tires on aluminum alloy
wheels, cruise control, remote deck lid release, an uplevel AM/FM/cassette
stereo, leather-wrapped steering wheel, and Magnasteer, GM's new variable-effort
rack and pinion power steering system.
In addition, our test car had a CD changer, rear spoiler, theft deterrent,
and an option package that included rear defogger, steering wheel sound
system controls, power driver's seat, rear window antenna and keyless remote
entry. So equipped, it was $23,859.
The GTP sedan, with supercharged engine and "everything on it,"
as your dad used to say, comes to $25,802.
Maintenance will be another strong point: The automatic transmission
fluid and spark plugs are intended for 100,000 miles, and the radiator
coolant for 50,000 miles.
The Grand Prix's interior shows what happens when modern design coincides
with common sense. First, it's notably roomy, both front and back, and
feels more spacious than, say, a Ford Taurus. It's typical for front-seat
passengers to be well-treated; they're usually the ones paying for the
car. But in the Grand Prix, rear-seat passengers will also find plenty
of room for elbows, knees, feet and even their backsides. And since the
coupe and sedan share the same roof, the rear seat space is about the same,
two doors or four.
Control layout is equally accommodating, and Pontiac jazzy. Directly
in front of the driver are large analog gauges, and function switches for
the sound system and heating, ventilation and air conditioning are close
at hand in the center.
In addition to the Driver Information Center, gadget freaks will probably
go for the optional Head Up Display (HUD), which projects a holographic
digital speedometer onto the windshield, just below the driver's line of
sight. The HUD plays well with the Grand Prix's fighter cockpit ambience.
In the center console are a couple of nifty cupholders, and a truly
deep storage compartment with an integrated coin holder and spots for either
tapes or CDs. In the rear, a large center armrest folds down, revealing
dual cupholders and a tray.
The trunk is also spacious, and well shaped with an average liftover
height.
And there's a handy, and fairly large, pass-through, for people who
carry skis, or perhaps two-piece Maypoles.
Pontiac engineers concentrated on giving the Grand Prix a level of handling
competence that's unusually athletic for this type car, and in general
we think they succeeded.
The new unitbody structure is stiffer than the previous Grand Prix,
which contributes to interior quiet and also enhances long-term structural
integrity. The revised suspension does a very good job of, on the one hand,
isolating road noise and vibration from the passengers and, on the other,
giving precise, responsive handling on smooth pavement.
And without going into the electromagnetic wizardry of the Magnasteer,
the steering has an exceptionally good feel, both when going straight ahead
and when the road takes more than a few twists and turns.
The freeway ride represents Pontiac's interpretation of the feel associated
with sporty European sedans. That is to say, instead of being overly soft
and cushy to the point of wallowing down the road and imparting a feeling
of sensory deprivation, the Grand Prix rolls down the highway level, even,
well-controlled and confidence-inspiring. If there's any criticism to be
made, we think it's in the area of shock damping, which is a tad too stiff
to respond smoothly to sharp bumps.
But the feeling of being in control is ultimately more relaxing and
comfortable than all the mobile sofas that were the American sedan staple
for far too long.
While we've driven and enjoyed the rampaging performance of the supercharged
GTP, we think the GT is the better all-around choice. A key here is the
3800 Series II V6. It makes good power, plentiful torque, and pulls the
car across intersections or up freeway on-ramps with respectable zeal.
It's smooth and unobtrusive, with just a hint of an assertive growl when
the throttle is opened wide. And it's devoid of the hint of torque steer
that goes with the supercharged engine.
The bottom line: we think the Grand Prix's all-around competence and
performance will come as a very pleasant surprise. This car's dynamics
more than measure up to its looks.