Why you should buy the Pontiac G8 GXP:
You like the idea of a four-door Corvette with a gigantic backseat and a capacious trunk. Power and capability are more important to you than plush surroundings, plus when cut you bleed red, white and blue all over your pleated polyester Sansabelt slacks. You think a combination of power and practicality will attract the opposite sex and you like that the power part can at least be hidden from them if necessary. You have an eye for a performance bargain and are good-natured when it comes to living with a few little imperfections.

Why you shouldn't buy this car:
You prefer the idea of a two-door Corvette and don't mind spending several extra grand to get one. You wouldn't know power if it kicked you in the ass or handling if it failed to roll over on you in a tightening hairpin, but you can tell split-grain from full-grain leather at a glance and you know the thread count of your sheets by heart. You think that either much more expensive cars or much less threatening cars impress the opposite sex. You believe fast four-doors should be made by stoic sausage-gnashing umlaut junkies and no one can convince you otherwise.

Suitability Parameters:
Speed Merchants: Yes
Fashion Victims: No
Treehuggers: No
Mack Daddies: Yes
Tuner Crowd: No
Hairdressers: No
Penny Pinchers: No
Euro Snobs: No
Working Stiffs: No
Technogeeks: No
Poseurs: No
Soccer Moms: No
Nascar Dads: Yes
Golfing Grandparents: No
Very Serious Businessmen: Yes
Sheiklets: No

Also Consider:
• BMW E39 M5
• Lotus Carlton
• Mercedes W124 AMG Hammer
• 2009 Cadillac CTS-V
• 1964 Pontiac GTO

Vitals:
• Manufacturer: Pontiac
• Model: G8 GXP
• Model year: 2009
• Base Price: $37,610
• Price as Tested: $40,905
• Engine type: 6.2-liter V8
• Horsepower: 415 HP @ 5900 rpm
• Torque: 415 Lb-Ft @4600 rpm
• Transmission: 6-speed manual
• Curb Weight: 4000 lbs
• LxWxH: 196.1" x 74.8" x 57.7"
• Wheelbase: 114.8"
• Tires: 245/40R-19 94W
• 0 - 60 mph: 4.7 seconds
• Top Speed: 155 MPH (electronically limited)
• EPA Fuel economy city/highway: 13/20 MPG
• NHTSA crash test rating: N/A

Also see:
• 2009 Pontiac G8 GXP: Last Drive, Part One
• 2009 Pontiac G8 GXP: Last Drive, Part Two

Exterior Design: ***
A tougher call than one might think, because the shape is hardly bad. To make the GXP, Pontiac took the ‘Strine Commodore Calais, gave it their nostril treatment plus two little scoops and a bit more front fascia, fitted a small rear wing and some tasteful 19-inch wheels, and then went off to work on the important stuff. It's an honest, clean, hunkered-down shape with athletic proportions, and it thankfully avoids frippery like those weakly-contoured side strakes that once made certain Pontiacs look like Tupperware accordions. Well done to those involved for leaving well enough alone. But while the understated look will certainly grow on a devoted owner, there's just no one angle or feature that really grabs the eye or the gut.

Interior Design: **
While just driving or sitting in the GXP, you're fine. The seats are firm and done in perfectly adequate leather and the passengers in back have a surprising amount of room given the car's compact proportions. The steering wheel is a nice piece, as is the shifter, and the pedals are good. The instrument panel is perfectly legible and the switches and knobs are almost all in the logical places-with the glaring exception of placing the traction-control button between those for the left and right heated seats, which on one cold, drizzly morning caused me to accidentally select exactly the wrong sort of tail-happiness. Mostly, though, like the exterior, this car's interior would be perfectly acceptable if unremarkable. But the materials range from unpleasant to just flat-out bad, and so is some of the execution. The very worst components, such as the creaky parking-brake lever, the groaning sunroof and the wobbly glovebox, don't feel as if they'd last a year.

Acceleration: *****
From a dead stop, at highway passing speeds and on beyond what's really practical, from idle on up to the 6200-rpm power peak, the GXP will definitely and unmistakably accelerate. Empirically, it will accelerate to 60mph in 4.7 seconds and run the quarter in just over 13. Anecdotally, I found that when I got tired of leaning forward in my seat and fetching my music player from its perch atop the dash, I was able to drop down two gears, nail the throttle, and pluck my trusty iPod out of the air as it shot past my shoulder. Please note that this somehow fails to impress women.

Braking: ****
The big, robust Brembos on all four corners don't quite communicate like a true sports car's would, and they're annoyingly grabby at low speeds, but twitchiness and fade are never going to be problems. I never did get the antilock system to intrude; nice, that.

Ride: ****
It's worth mentioning that the chassis designers not only got the comfort/handling balance right, they apparently pulled off the rare trick of making the ride smoother and more supple as the car fills up with passengers and luggage. Still not a featherbed by any means, but certainly better than expected.

Handling: *****
Very balanced, very neutral, very predictable, with the only nitpick being the rather light steering. Nitpick indeed, because this doesn't in any way feel like a two-ton five-passenger car. Unlike most modern performance cars, and muscle cars in particular, the GXP doesn't mistake grip for handling. Where many cars would settle for merely clinging to the road as hard as they can, the GXP also changes direction quickly, communicates where the limits of grip lie at any given moment, and allows a driver to go confidently and safely up to those limits and beyond whenever they please. That's good, because with this engine, you'll want to try beyond a few times. Believe it.

Gearbox: ****
Our car had two options, the lousy $900 sunroof and the admirable and mandatory $695 Tremec six-speed. This box has good positive feel, great ratios, and nice short throws. Points off for the GM Skip-Shift, which for reasons of fuel economy forces you to go from first gear directly to fourth at part-throttle and which makes many drivers, including me, furious enough to pulp week-old puppies in my clenched fists when I'm just trying to drive in a civilized fashion and suddenly second gear is just not there anymore. And I'm a dog person.

Audio: *****
Now this is a pleasant surprise. Right or wrong, I associate GM with Bose audio, which many seem to think is perfectly fine but I think is treble-heavy with too much muddy, booming, overdriven subwoofing. The 230-watt 11-speaker Blaupunkt system in the GXP was clear and defined throughout the scale, and good rich balanced bass seemed to come from everywhere at once. I really only used the aux-in jack, but XM radio and a six-disc changer with a color info screen are right there.

Toys: ***
There's nothing really cool and unusual here, but all the stuff you'd expect is standard with the exception of a nav system. Apparently the Australian nav is illegal here by some quirk of screen angle. Instead, there's OnStar and its turn-by-turn navigation, which is frankly brilliant as it saves weight and lets you deal with actual real live people when you're lost in Baltimore, a city where at one point 40th and 41st street not only cross but eventually converge to become one and the same street for a couple miles. Staring at that on a dashboard screen would not have helped, but being talked down by an actual human voice does.

Value: ****
Not only does it make the fabled mid-90s Impala SS look like a half-hearted hot-rod taxi, it provides the performance of an M3 sedan or an Audi RS4, and then some, for two-thirds the price. Or, if you like, half the price of an M5. A small deduction must be made for the disappointing interior and because at least one quality issue (flimsy handbrake) seems like a potentially serious problem in the making.

Overall: *****
Yes, indeed, five stars for a car with some definite problems. Yes, the fabrics, plastics, and miscellaneous materials of the cabin are such that when I gave a ride to a textile designer (no, really) she couldn't believe I could actually like the car. And yes, my head was thoroughly turned by the GXP's excellent engine and suspension and by the sheer competence with which it went down any road I cared to take. But I believe that's how this is supposed to work. A good car is greater than the sum of its parts, yet all equivocating aside, as a driver's car it's so very good that it's a little hard to believe. You could probably own and enjoy the GXP, flaws and all, for the rest of your life. So be warned: Pontiac may be dead, but if you have the opportunity to acquire one of these now and you let it go, you'll take that with you to your grave.

Also see:
• Pontiac G8 GXP: Last Drive, Part One

It's nothing less than a triumph, really, that a company like GM could overcome their considerable shortcomings and come out with a reasonably priced world-beating sports sedan like the Pontiac G8 GXP. Whatever their recent successes, the company has history of taking careful aim at a performance target and hitting themselves squarely in the foot, so some skepticism is only natural. Yet there's no denying the monumentally good news: for a few weeks at least, Pontiac could deliver a daily-drivable four-door Corvette for not that much more than a fully-optioned minivan.

But bad news is everywhere these days. Due to recent global events, Pontiac is dead, and the G8 GXP with it. And that, speaking strictly from my recent personal experience of driving the G8 GXP, is just not fair.

I was trying to be upbeat about my time with the LS3-equipped GXP. After all, it's the most powerful Pontiac ever and the first to be fine-tuned on the Nürburgring. Unfortunately, instead of wringing the car out in the Hudson River Valley, I had to spend quite a lot of that time at a wedding in moderately distant Baltimore, meaning I would be droning along on the New Jersey Turnpike. Well, fair enough. Brian and Karen are very dear friends for whom I would sacrifice a lot, and were well worth the minor sacrifice of driving Pontiac's four-door Corvette the way most of its buyers probably would have, had it but lived. And in these times, we take our celebrations where we can get them.

But seriously, I thought as I sized up the Lincoln Tunnel from GXP's driver's seat, it is-was? It's difficult to discuss the recently departed — the most powerful Pontiac ever. Nothing with a flaming chicken or a superfluous tachometer on its hood ever had the 415 horsepower and 415 pound-feet of torque this car gets out of its aluminum 6.2-liter small-block. It's almost certainly the best handling, as well, and with the very good Tremec 6-speed my car was blessed with, potentially quite a lot of fun. Certainly worth mulling over, because right away, you can't tell.

The loud pedal isn't, really; there's a potentially magnificent eight-cylinder rumble in there, but it's less of a bang than a whisper and you have to be listening for it, especially around town. The styling is also quiet, if unspectacular; the GXP has a somewhat more aggressive nose, a small spoiler, 19-inch wheels and some understated badging to set it apart from the mere G8 GTs out there, and although both cars have the suggestive hood vents, neither one exactly screams world-shattering performance. And driving it in Manhattan traffic provided no immediate clues, because the ride is direct but supple, the steering is a bit light, the big Brembos only the slightest tad grabby, and the clutch perfectly manageable.

All of this is actually very good manners for a sports sedan, and it speaks to a high degree of well-engineered tractability and civilized behavior in what is a very powerful car. If it was this good in its youth, I would have really enjoyed seeing what it was like when it grew up.

Unfortunately, inevitably, there are still growing pains in this stillborn enfant terrible, as I noticed when I became bored with stop-and-go traffic and began puttering around the cabin. Now, General Motors earns a lot of flak for its cheap interiors, so it should be pointed out that this one at least looks pretty okay. There are four very readable dials in front of you framing a red-on-black information panel. The steering wheel is thick and nicely padded, the shifter is in exactly the right place, decent leather seats are standard, and probably most importantly for soothing my traffic-fueled temper, the Blaupunkt stereo is a truly excellent conduit for your music player.

But for the love of all that's holy, don't let anything but the steering wheel or the shifter come into contact with your skin. This cabin was designed by someone who had learned a basic sense of ergonomics and design, but the materials were evidently spec'd by someone born with no sense of touch. The dash doesn't feel so much like plastic as some sort of depressing plastic-maché. The shifter boot is made of some oily synthetic so horrendous that I had fun daring passengers to touch it. The sliding sunroof cover is obviously a piece of brittle old linoleum Kryloned flat black. Worst of all may be parking-brake lever, which wouldn't pass the quality check for a three-dollar umbrella handle. At times it was like riding in a car made of cheap bathroom tile and fungus.

But most times it simply does not matter, because it was, and perhaps always will be, the most powerful Pontiac ever. Not just that-this car, had it but lived, would have been one of the great bargains of our time. The 6.2 liter LS3 engine under the hood is not just good but magnificent, a tame avalanche, a volcano in harness, the final argument of kings. And yes, we must get our superlatives in while we can. We may not have much time.

Well, then. Simply put, anything that allows you to actually enjoy the New Jersey Turnpike, even for only a few scant minutes, is a triumph of human achievement. Rationally, the G8 GXP may be considered as only a perfectly adequate car wrapped around a Z51drivetrain. But after driving it, it's hard to consider it rationally at all, because this car is Hell's own hammer in a brown paper bag. You can pass a semi before your passengers can read the writing on the trailer. You can make them motion-sick just by going in a straight line. You can cross New Jersey so quickly, as it turns out, that you don't have time to complain about being in New Jersey. Relativity may come into play.

It had certainly came into play by the time we arrived in Baltimore, where I must admit I made my passengers ill by rodding about the city streets in a not altogether sedate fashion. It wasn't a twisty back road, but since Baltimore is one of those Eastern cities apparently laid out by generations of morons, it was just curvy enough to demonstrate how good the GXP's chassis is. Nürburgring or no, this car is so neutral, predictable, and downright pleasant-handling that in less dire circumstances it would give me great hope for the American auto industry.

And what do you know? It still does. It may have been an Australian platform with a Mexican drivetrain, a German stereo, and a lowly 4% domestic-parts content, but a solid V8 sedan is as American as it is anything. And an American company at least thought to build one. That was a good start. So maybe the GXP, as a product, is dead and gone before it could do any good, and that may turn out to be as tragic and shortsighted as taking Old Yeller out behind the barn and shooting him when he was still a puppy-Who knows? It might just have grown up to save GM from the bear market. But more importantly, the idea of the GXP, as a set of blueprints, as a testament to what the company could do when it wanted and may with a little luck do again, can't die. It was, and is, a damn fine automobile that provided a little bit of hope and a hell of a lot of fun. Long live the GXP.

Not too shabby if you ask us. Here's the news from Pontiac:

Pontiac today confirmed pricing for the 2009 Pontiac G8 GXP will start at $39,995, including $685 destination and freight charges and $1,700 in applicable federal gas guzzler taxes. With 415 horsepower and 0-60 times well under 5.0 seconds, the G8 GXPs is the most powerful production Pontiac ever created and comes standard with a six-speed automatic transmission or an optional ($695) six-speed manual transmission. A $900 sunroof option is also available.

Final EPA fuel economy ratings for the G8 GXP are 13 miles per gallon in the city, 20 miles per gallon on the highway.

Here's the full price breakdown for those interested:

$37,610 - base price
$685 - DFC
$1,700 - Federal gas guzzler
$39,995: TOTAL MSRP
$695 - Six-speed manual tranny
$40,690: TOTAL MSRP for MANUAL TRANNY

In comparison, the E60 BMW M5’s record lap is 8:13. That car starts at $85,100 and betters the G8 GXP by 92 HP. The Porsche Boxster S is two seconds slower than the G8, despite weighing over 800 Lbs less and retailing for $15,700 more.

So basically, the G8 GXP gives you the performance of a Porsche Boxster S and the practicality of an M5 with the price tag of a Pontiac. If you haven’t already, make sure you check out our Pontiac G8 GXP First Drive.

Driving in LA is a strange mix of sitting still in hellish traffic and driving flat out on the best roads in the world. Get on one of the highways at the wrong time and it’ll take you three hours to go 30 miles, but hit the canyon roads to the North or East and it’s easy to forget that you’re within mere miles of the most populous metropolitan area in the country. The G8 GXP excels in both environments.

In the city it’s easy to drive and comfortable, belying the potential of its performance. LA’s rutted concrete highways and constant construction fail to upset the suspension or disturb the peace of the quiet interior. Keep it below 3,000 RPM and, with the aid of its anonymous styling, you’ll probably avoid speeding tickets too.

But after four days spent trying to keep my temper in check in traffic it was time to head for the hills. More specifically Deer Creek Road in Malibu. Mostly first and second gear hairpins with no guardrails and 500-foot drops into rocky gorges, it’s not the kind of place you’d typically want to drive a traditional GM product. But it is the kind of place you’ll want to drive this GXP.

This isn’t just some overpowered muscle car, the GXP can seriously handle. Throw it into a sharp corner and it’ll hold its line tightly without even a hint of understeer; pushing the tail wide on exit with the immense torque before rocketing down the short straights. Nothing in here feels wallowy; instead the overall impression is of lithe performance.

That’s thanks to lower, stiffer FE3 suspension over the 2008 Pontiac GT’s FE2 setup. GM tuned the handling, as is the fashion these days, on the Nurburgring, where the engineering team set an unofficial fastest time of 8 minutes and 30 seconds. That’s a similar suspension setup to the CTS-V, with which the GXP also shares its Brembo front brake calipers and Tremec 6060 6-speed.

Of course, the GXP isn’t all perfect. It doesn’t have SatNav (based on an Aussie-market Holden, the screen violates some pointless US angle regulation and the G8 is too small a production run to reengineer the interior) and the interior isn’t up to the standard of contemporary European or Japanese competitors. But with an estimated MSRP of $37,000 (excluding gas guzzler tax and destination, figure $40k to drive it off a lot) we’re prepared to forgive those foibles and instead concentrate on the performance: 0-60 comes in 4.7 seconds and it’ll run the quarter in 13.0 seconds at 108mph. All while carrying five people and plenty of their luggage in comfort. Fuel mileage is estimated to be 14 MPG city, 20 highway.

So where does BMW come into this? There was a time when — before exclusively focusing on overweight, overcomplicated, boring-to-drive, ugly cars — that it produced vehicles that rightfully deserved the “Ultimate Driving Machine” title. They were simple, well-engineered and put driving first. They had solid, well-built black plastic interiors, manual transmissions and pretty big engines driving only the rear wheels. They don’t any more. They used to combine practicality with fun in just the right proportions. They don’t any more. This Pontiac does. So do the Cadillac CTS, the CTS-V, the G8 GT, the Corvette and the best car in the world, the ZR1. But, unlike even the old BMW, all of the above are, for their classes, very affordable. GM isn’t just the new BMW; it’s better than that.

This review has to come with a slight disclaimer. The G8 GXP is scheduled to go on-sale in February. At this point, we don’t know for certain if GM will still be in business then. I’m not of the opinion that GM and its counterparts are the wisest place to invest our tax money, nor do I entirely believe their apocalyptic forecasts of job losses and economic collapse should we allow them to go out of business. I'm wearing my Save GM T-Shirt for one reason and one reason only: If they're going to keep making cars like this, I really want to keep driving them.

That's because the G8 GT (along with its LS3-powered sibling, GXP) is the first truly exciting car Pontiac's introduced in years, ironically arriving well after the company abandoned a borderline-fraudulent advertising claim of excitement creation. Lutz acknowledged the hubristic inaccuracy of the brand's old motto, "We Build Excitement," on stage at the New York auto show this week, evoking as evidence the defunct four-cylinder Grand Am, which, even in its malaise-era context, was slightly less exciting to operate than a lawn sprinkler.

Not that Pontiac's was the most egregious messaging offense of that period. Back in the early '80s, Ford insisted quality was "Job One." Simultaneously, it turned out the Fairmont, a car whose shoddiness was a thumb in the eye of every mid-level administrator who applied part of his stagflation-adjusted paycheck toward one. You may remember the Fairmont as the car whose horn was activated, without explanation, by pushing a plastic-capped stalk horizontally toward the steering column. Woe to the drivers who mistakenly plunged into the immovable steering-wheel hub (Note to self: research cases of jammed palms circa 1981). Others remember the Fairmont as a car beaten to the junkyard only by the Dodge Aspen/Plymouth Volare, a marginally more unconscionable shitbox.

(For the record, automakers weren't the only ones engaging in hyperbole. Burger King insisted one could have it one's way, yet failed to offer a fried quail egg or dollop of creme fraiche to those whose "way" involved those delicacies.)

The G8 shared Pontiac's stage at the New York auto show this week with a targa-topped version of the Solstice and a new version of GM's Australian Holden ute, the G8 sport truck. The latter may seem pointless to anyone who's not Australian, under the age of 40 or missing the gene for irony. Trust me; it's the kind of pointless that makes people uncomfortable enough to buy one. And if you think that paradox won't fly, just wait until someone builds a fiberglass cap for it.

The point of the story is that Pontiac, once an icon of performance, had been a victim of unspeakable corporate abuse during the past three decades. Remember what happened to Sybil (in that 1976 movie) after sustaining lesser parental disaffection? She ended up with a massive case of dissociative identity disorder. In the movie Sybil, it took a caring psychiatrist and some hard therapy to bring the Syb around. It's taken Bob Lutz's personal care to keep Pontiac likewise from ending up rocking in place and twisting its hair, which some say was in the company's brand-marketing plan for 2011.

The products are there, the excitement is palpable and it's up to Pontiac to live up to expectations.

PONTIAC ANNOUNCES THE 2009 G8 GXP

High-Performance Flagship Combines Progressive Design and Powerful Performance

NEW YORK - Today Pontiac announced the flagship of its GXP performance series, the G8 GXP high-performance sedan, at the New York Auto Show. This 2009 model will join the Solstice, G6 and Torrent GXP models in Pontiac dealerships in late 2008. The G8 GXP takes the G8's responsive driving experience, refined passenger environment and aggressive good looks to a new level. It also delivers an enjoyable driving experience, thanks to a 6.2L V-8 that produces in excess of 400 horsepower.

"More than just raw power, the GXP delivers the sophisticated yet exciting driving experience that enthusiasts expect in a car costing far more than the GXP," said Jim Bunnell, Buick-Pontiac-GMC general manager

Engine performance

The heart of the G8 GXP is the 6.2L LS3 small-block V-8, currently rated at 402 horsepower (300 kW)* and 402 lb.-ft. of torque (546 Nm)* pending final SAE certification. This engine is the newest member of GM's small-block V-8 family. It features a revised, larger-bore cylinder block, high-flow, L92-style cylinder heads; larger-diameter pistons; unique camshaft and camshaft timing; revised valvetrain with offset intake rocker arms; high-flow intake manifold; and high-flow fuel injectors.

The LS3 engine has an aluminum cylinder block with cast-in-place iron cylinder liners. Larger bores help create a 376-cubic-inch displacement. The block casting also features revisions and machining in the bulkheads to enhance its strength and improve bay-to-bay breathing. New pistons were designed for high-rpm performance.

New, high-flow cylinder heads aid engine breathing and are based on the large port and valve design found on the LS7 engine and other GM L76 engines. The larger-capacity, straighter intake port-design optimizes intake flow to the combustion chamber, an effect augmented by large valves, measuring 2.16 inches (55.0 mm) on the intake side and 1.59 inches (40.4 mm) on the exhaust side.

Pending final testing, the G8 GXP is expected to deliver 0-to-60 mph performance of about 4.7 seconds, and a quarter-mile time of 13.0 seconds at 108 mph.

Six on the floor

A new six-speed Tremec TR6060 manual transmission is optional on the G8 GXP. This next-generation manual smoothly transfers the engine's power and torque to the rear wheels with a reduction in shift throw. The transmission features a host of refinements including premium gear synchronizers; stronger gears, housing, and bell housing; a single-piece counter shaft; and machined gear teeth.

The standard Hydra-Matic six-speed 6L80 automatic transmission is technologically advanced and robust. It uses a clutch-to-clutch operation and an integrated 32-bit transmission controller to deliver smooth and precise shifts. The six-speed has a generous 6.04:1 overall ratio that enables a "steep" first-gear. The result is strong launch acceleration along with "tall" overdrive ratios that lower engine rpms for better fuel economy and reduced noise.

A 3.27 final drive ratio comes with automatic-equipped GXPs, and a 3.70 gear is matched with the manual transmission. A limited-slip differential is standard.

High-performance suspension

The G8 GXP rides on the G8's 114.8-inch (2915 mm) wheelbase with wide front ( 62.7 inches / 1,592 mm) and rear ( 63.3 inches / 1,608 mm) tracks. The four-wheel independent suspension is fully adjustable and is tuned for the highest performance in the G8 family. The GXP's ride and handling was developed and validated on racetracks and highways around the world, including the famed Nürburgring racing circuit. It rewards the driver with sharp, immediate responses, as well as a well-balanced road feel during spirited driving.

The suspension employs a MacPherson strut design in the front and a four-link, coil-over-shock design in the rear. A direct-acting front stabilizer bar, decoupled rear stabilizer bar and lateral ball joints on the rear suspension deliver increased lateral stiffness for more responsive handling. The front suspension features fully adjustable caster, camber and toe; the rear suspension has fully adjustable camber and toe, for more precise tuning.

Steering and brakes

The steering rate for the GXP is tuned to provide immediate response with definitive driver feedback. Like the G8 sedan and GT, the GXP's steering box is located ahead of the front axle line for a quicker, more direct feel.

The Brembo braking system matches the GXP's boost in performance with an equivalent increase in stopping power. The system includes 14-inch (355 mm) vented front and 12.76-inch (324 mm) rear disc rotors, with special quad-piston alloy calipers in front. The alloy calipers on the rear brakes have single-piston actuation. The four-wheel disc brake system includes standard anti-lock brakes and traction control.

Wheels and tires

The GXP rides on 19-inch polished aluminum wheels with a special machined face. Performance-oriented summer P245/40R19 tires are standard, and a comparable all-season tire is available. Combined with the suspension and steering enhancements, this setup gives the GXP exceptional cornering grip.

Exterior styling

The G8 GXP exhibits strong Pontiac design cues. A unique front fascia with a lower splitter and a distinctive rear fascia diffuser contribute to its sporty look. The dual-port grille, fog lamps, bold wheels and confident, wheels-at-the-corners stance are all unmistakably Pontiac traits.

Interior amenities and comfort

The G8 GXP's interior is driver-oriented with aesthetic and tactile details like instruments with a sporty appearance that match the car's performance. Interior materials consist of satin and chrome trim and high-quality textured materials throughout. The instrument cluster glows with crisp, white light on the primary instruments. Pontiac's signature red lighting illuminates the rest of the instrument panel cluster.

Standard comfort and convenience amenities include:

* Highly bolstered two-tone sport seats with color-coordinated gauge cluster and GXP embroidery
* Leather-trimmed steering wheel and gear shifter
* Power-adjustable front seats
* Fog lamps
* Alloy sport pedals
* A 230-watt Blaupunkt audio system
* XM Satellite Radio

The seats offer firm support to hold occupants in place during aggressive cornering. The standard heated leather seats were designed to deliver excellent comfort during long drives. They are available in Ebony or an Ebony/Red two-tone.

Safety

Maintaining the G8's tradition of a full suite of standard safety features, the G8 GXP includes:

* Four-wheel disc brakes with ABS and traction control
* Electronic stability control
* Seat-mounted thorax air bags and dual-stage frontal air bags for front passengers, with automatic passenger sensing system
* Roof rail side-impact air bags for both seating rows
* OnStar

# # #

PONTIAC ANNOUNCES THE 2009 G8 GXP

High-Performance Flagship Combines Progressive Design and Powerful Performance

NEW YORK - Today Pontiac announced the flagship of its GXP performance series, the G8 GXP high-performance sedan, at the New York Auto Show. This 2009 model will join the Solstice, G6 and Torrent GXP models in Pontiac dealerships in late 2008. The G8 GXP takes the G8's responsive driving experience, refined passenger environment and aggressive good looks to a new level. It also delivers an enjoyable driving experience, thanks to a 6.2L V-8 that produces in excess of 400 horsepower.

"More than just raw power, the GXP delivers the sophisticated yet exciting driving experience that enthusiasts expect in a car costing far more than the GXP," said Jim Bunnell, Buick-Pontiac-GMC general manager

Engine performance

The heart of the G8 GXP is the 6.2L LS3 small-block V-8, currently rated at 402 horsepower (300 kW)* and 402 lb.-ft. of torque (546 Nm)* pending final SAE certification. This engine is the newest member of GM's small-block V-8 family. It features a revised, larger-bore cylinder block, high-flow, L92-style cylinder heads; larger-diameter pistons; unique camshaft and camshaft timing; revised valvetrain with offset intake rocker arms; high-flow intake manifold; and high-flow fuel injectors.

The LS3 engine has an aluminum cylinder block with cast-in-place iron cylinder liners. Larger bores help create a 376-cubic-inch displacement. The block casting also features revisions and machining in the bulkheads to enhance its strength and improve bay-to-bay breathing. New pistons were designed for high-rpm performance.

New, high-flow cylinder heads aid engine breathing and are based on the large port and valve design found on the LS7 engine and other GM L76 engines. The larger-capacity, straighter intake port-design optimizes intake flow to the combustion chamber, an effect augmented by large valves, measuring 2.16 inches (55.0 mm) on the intake side and 1.59 inches (40.4 mm) on the exhaust side.

Pending final testing, the G8 GXP is expected to deliver 0-to-60 mph performance of about 4.7 seconds, and a quarter-mile time of 13.0 seconds at 108 mph.

Six on the floor

A new six-speed Tremec TR6060 manual transmission is optional on the G8 GXP. This next-generation manual smoothly transfers the engine's power and torque to the rear wheels with a reduction in shift throw. The transmission features a host of refinements including premium gear synchronizers; stronger gears, housing, and bell housing; a single-piece counter shaft; and machined gear teeth.

The standard Hydra-Matic six-speed 6L80 automatic transmission is technologically advanced and robust. It uses a clutch-to-clutch operation and an integrated 32-bit transmission controller to deliver smooth and precise shifts. The six-speed has a generous 6.04:1 overall ratio that enables a "steep" first-gear. The result is strong launch acceleration along with "tall" overdrive ratios that lower engine rpms for better fuel economy and reduced noise.

A 3.27 final drive ratio comes with automatic-equipped GXPs, and a 3.70 gear is matched with the manual transmission. A limited-slip differential is standard.

High-performance suspension

The G8 GXP rides on the G8's 114.8-inch (2915 mm) wheelbase with wide front ( 62.7 inches / 1,592 mm) and rear ( 63.3 inches / 1,608 mm) tracks. The four-wheel independent suspension is fully adjustable and is tuned for the highest performance in the G8 family. The GXP's ride and handling was developed and validated on racetracks and highways around the world, including the famed Nürburgring racing circuit. It rewards the driver with sharp, immediate responses, as well as a well-balanced road feel during spirited driving.

The suspension employs a MacPherson strut design in the front and a four-link, coil-over-shock design in the rear. A direct-acting front stabilizer bar, decoupled rear stabilizer bar and lateral ball joints on the rear suspension deliver increased lateral stiffness for more responsive handling. The front suspension features fully adjustable caster, camber and toe; the rear suspension has fully adjustable camber and toe, for more precise tuning.

Steering and brakes

The steering rate for the GXP is tuned to provide immediate response with definitive driver feedback. Like the G8 sedan and GT, the GXP's steering box is located ahead of the front axle line for a quicker, more direct feel.

The Brembo braking system matches the GXP's boost in performance with an equivalent increase in stopping power. The system includes 14-inch (355 mm) vented front and 12.76-inch (324 mm) rear disc rotors, with special quad-piston alloy calipers in front. The alloy calipers on the rear brakes have single-piston actuation. The four-wheel disc brake system includes standard anti-lock brakes and traction control.

Wheels and tires

The GXP rides on 19-inch polished aluminum wheels with a special machined face. Performance-oriented summer P245/40R19 tires are standard, and a comparable all-season tire is available. Combined with the suspension and steering enhancements, this setup gives the GXP exceptional cornering grip.

Exterior styling

The G8 GXP exhibits strong Pontiac design cues. A unique front fascia with a lower splitter and a distinctive rear fascia diffuser contribute to its sporty look. The dual-port grille, fog lamps, bold wheels and confident, wheels-at-the-corners stance are all unmistakably Pontiac traits.

Interior amenities and comfort

The G8 GXP's interior is driver-oriented with aesthetic and tactile details like instruments with a sporty appearance that match the car's performance. Interior materials consist of satin and chrome trim and high-quality textured materials throughout. The instrument cluster glows with crisp, white light on the primary instruments. Pontiac's signature red lighting illuminates the rest of the instrument panel cluster.

Standard comfort and convenience amenities include:

* Highly bolstered two-tone sport seats with color-coordinated gauge cluster and GXP embroidery
* Leather-trimmed steering wheel and gear shifter
* Power-adjustable front seats
* Fog lamps
* Alloy sport pedals
* A 230-watt Blaupunkt audio system
* XM Satellite Radio

The seats offer firm support to hold occupants in place during aggressive cornering. The standard heated leather seats were designed to deliver excellent comfort during long drives. They are available in Ebony or an Ebony/Red two-tone.

Safety

Maintaining the G8's tradition of a full suite of standard safety features, the G8 GXP includes:

* Four-wheel disc brakes with ABS and traction control
* Electronic stability control
* Seat-mounted thorax air bags and dual-stage frontal air bags for front passengers, with automatic passenger sensing system
* Roof rail side-impact air bags for both seating rows
* OnStar

# # #

"There is plenty of evidence out there hinting to a future G8 GXP, one with a more powerful V8 and maybe a six-speed manual."

What I would like to see:

*At least LS3 power. That means 430hp or more.
*A available six-speed manual. Please leave out the knife in the peanut butter jar shifter feel.
*Supportive bucket seats with GXP stitched in the head rests.
*No callout badges to the power level, just the engine size.
*Reduce the weight to about 3750lbs, or similar to the V6 model.
*Large brakes. I am a brake nut, so anything with outstanding brakes leaves me gawking.
*Larger wheels, perhaps a 19x9 wheel to leave a larger footprint and house the monstrous rotors.